Coupler assembly, in particular hybrid coupler assembly

Abstract

The present invention relates generally to a coupling arrangement, in particular a hybrid coupling arrangement or transition coupling arrangement, for track-guided vehicles, especially rail vehicles, with at least one first coupling device having a coupling head which can be pivoted into or out of the coupling plane as required. The invention is characterized in that a stop device is provided between the first coupling device and the interface device, which comprises stop elements forming stop surfaces integrally with these.

Description

[0001] The present invention relates generally to a coupling arrangement, in particular a hybrid coupling arrangement or transition coupling arrangement, for track-guided vehicles, especially rail vehicles, with at least one first coupling device having a coupling head which can be pivoted into or out of the coupling plane as required. The first coupling head is in particular a coupling head of an automatic coupling, such as a Scharfenberg™ coupling or a Willison-type coupling.

[0002] Coupling arrangements for the optional use of different coupling devices with a corresponding, in particular compatible, counter-coupling are generally known from railway vehicle technology and are used to connect railway vehicles equipped with different coupling systems (for example, Scharfenberg® coupling on draw hook). The placement of the transition coupling onto the draw hook of a screw coupling is usually done manually, while the coupling process with the center buffer coupling can take place automatically.

[0003] A conventional coupling arrangement for mixed coupling between an automatic coupling and, for example, a screw coupling, typically features a coupling carrier that is at least partially designed as a housing. This housing can accommodate a coupling lock for mechanically connecting the transition coupling to a coupling lock provided in the coupling head of an automatic center buffer coupling. In the coupled state, the end face of the transition coupling rests against the end face of the coupling head of the automatic center buffer coupling. At the end opposite the end face of the transition coupling, a coupling hook can be provided as an interface structure of the draw hook module. This hook can be received, for example, into the draw hook of a screw coupling, thus ensuring a mechanical connection between the transition coupling and the screw coupling.In this design, the coupling bracket of an adapter coupling is placed onto the draw hook of a screw coupling to be adapted. For this purpose, the adapter coupling is provided with identically shaped supports arranged parallel to each other at a distance from one another on both sides at its rear end. These supports are connected to each other at their free ends by a bolt. The bolt holds the coupling brackets of the adapter coupling in the jaw of the draw hook. An angle lever, comprising first and second links, is arranged on both sides of the conventional adapter coupling. The links on both sides of the adapter coupling are connected to each other by a common axle, which serves as a contact surface on the end face of the draw hook, thus allowing the center position of the adapter coupling to be adjusted. The inclusion of the angle lever enables height centering in the adapter coupling known from the prior art.However, manual handling, and in particular the manual insertion of the transition coupling into the interface between the couplings to be adapted, such as into the draw hook of a screw coupling, is difficult, as it is not possible for an operator to hold the weight of the transition coupling on the one hand and to correctly attach the height centering device to the draw hook on the other.

[0004] Another coupling arrangement, particularly suitable as a shunting coupling for track-guided vehicles, is known, for example, from EP 2 529 994 A1. This arrangement is characterized by its compatibility with different couplings, allowing different shunting tasks to be performed with the same coupling arrangement without changing couplings and minimizing setup times. In particular, this coupling arrangement allows both standard-gauge and metro couplings to be connected without requiring manual intervention from the operator. For this purpose, the coupling arrangement known from EP 2 529 994 A1 features a coupling head changer with a magazine containing the coupling heads, which is rotatably mounted on a support structure. This magazine serves to exchange coupling heads of different designs and / or types into a vertical coupling plane defined by the coupling arrangement.This coupling head changer is suspended from the draw hook of a screw coupling using a relatively complex arrangement. While this design allows for the automatic exchange of coupling heads of different designs or types within the coupling plane defined by the coupling assembly, it becomes disadvantageous when coupling with a screw coupling is required. For this, the coupling head changer would need to be removed from the draw hook, which in turn results in considerable setup time.

[0005] Systems of this type are characterized by the provision of at least two coupling devices of different designs, which can be pivoted into the coupling plane as needed. Specifically, EP 0 808 759 A1 discloses a coupling arrangement with a drawbar and a draw hook attached thereto, as well as at least two different coupling devices which are pivotably mounted on the drawbar about a horizontal axis, and a device for pivoting the individual coupling devices into the coupling plane. The actuating device comprises drive rods which are pivotally mounted at one end to the coupling devices or the connecting parts associated with them. The other ends are guided in an elongated hole in a support for a lifting cylinder guided on the drawbar, the lifting cylinder having a piston rod that acts on the ends of the drive rod.Furthermore, a locking device for the drive rod is provided. With the coupling arrangement disclosed in EP 0 808 759 A1, either the draw hook or one of the two coupling devices can be used. If the draw hook is to be used, both coupling devices are pivoted upwards, with the upper coupling device being locked in its position, while the other coupling device is lowered by means of the lifting cylinder, releasing the draw hook. If the lower coupling device is to be used, it is pivoted into the coupling plane by means of the lifting cylinder. This is done analogously when the upper coupling device is to be used. The actuating device is located below the draw rod and is of a relatively complex design.

[0006] Another coupling arrangement of this type is known from EP 3 590 784 A1. This comprises a drawbar with a first end section for connecting to a car body and a second end section opposite the first. A pivot joint is provided in the second end section of the drawbar, via which a coupling head of an automatic coupler and a drawbar eye are pivotably mounted about a horizontal pivot axis. The coupling head of the automatic coupler is fixedly connected to the pivot joint. An actuating device is provided for pivoting the coupling head of the automatic coupler into or out of a horizontal coupling plane as required. This device comprises a drive unit containing a cable winch mounted on a frame attached to the car body, and via which the deflection can be effected.The main disadvantage of this design lies in the arrangement of the actuating device, which depends on the installation situation and the conditions of the application on the vehicle, is relatively complex and space-intensive, and requires the operator to exert considerable force.

[0007] Another hybrid coupling arrangement known from the prior art is known from US 1 076 912 A.

[0008] In all designs, the alignment and fixing of the coupling device and interface device are typically achieved when the first coupling device pivots into the horizontal coupling plane using corresponding locking pins, which in some cases also function as stop devices. These must be designed accordingly and taken into account in the structural design. The overall arrangement must also be designed to reliably prevent buckling in the connection between the coupling device and the interface device, particularly the joint assembly, after a coupling device capable of transmitting tensile and impact forces has pivoted into the horizontal coupling plane and force is applied via this pivot to the interface device.

[0009] The invention is based on the objective of providing a coupling arrangement that can be connected to different coupling devices, in particular standard-gauge or metro couplings or the like, center buffer couplings on the one hand, and to coupling devices of other types and styles, such as screw couplings, on the other, while minimizing setup times, so that different shunting tasks can be performed. Furthermore, the safe operation of the coupling devices during power transmission must be ensured. In particular, a hybrid coupling must be provided that allows for quick and easy switching between at least two coupling devices and ensures safe operation at all times during operation, i.e., during power transmission when coupled with a mating coupling.

[0010] Another aspect is the force required by the operator during conversion, especially during swiveling, which should be kept to a minimum. The risk of accidents due to unintended swiveling back must be avoided. The solution should be structurally simple, cost-effective, and, if possible, implementable without requiring any additional modifications to the vehicle.

[0011] This problem is solved according to the invention by a coupling arrangement according to claim 1. Advantageous embodiments are described in the dependent claims.

[0012] A coupling arrangement for a track-bound vehicle, in particular a hybrid coupling arrangement for a rail vehicle, comprises an interface device for at least indirect connection with the track-bound vehicle and at least one first coupling device for mechanical connection with a complementary mating coupling device of another track-guided vehicle, which is pivotably mounted about a horizontal pivot axis (GA), in particular in a receptacle on or in the interface device. A device is provided for pivoting the first coupling device into or out of a horizontal coupling plane defined by the pivot axis and a perpendicular to it, as required. A stop device is provided to limit the pivoting movement of the first coupling device relative to the interface device.The coupling arrangement is characterized in that the stop device is arranged and aligned such that the force application line of the resultant force introduced into the first coupling device in the horizontal coupling plane runs with an offset to the joint axis.

[0013] The force application line is the line that corresponds to the path of the resultant force transmitted via the coupling to the interface device, particularly under shock loads. In the case of a coupling with a rotary lock and a conical / funnel profile, this line lies in the plane of the core of the rotary lock. With integrated energy absorption, this line runs through the central axis of the locking mechanism.

[0014] The force application line runs particularly above or below the joint axis, preferably at a distance of 1 to 100 mm, preferably 10 to 50 mm.

[0015] A track-bound vehicle is a vehicle that moves along predetermined guide paths, especially rail vehicles.

[0016] An interface device for at least indirect connection with a track-bound vehicle is understood to be, in particular, a device that is usually provided on the track-bound vehicle and is arranged and designed in such a way as to be suitable for connecting a coupling device to it. In particular, this is a coupling device, a bearing unit, or a drawbar.

[0017] A coupling device within a coupling assembly is understood to be, in particular, a device for mechanically connecting two adjacent rail-bound vehicles. This device transmits at least tensile forces, but depending on its design, it can also transmit tensile and impact forces.

[0018] "At least indirectly connected" includes both the possibility of a direct connection between two components and indirect connections via intermediate transmission elements.

[0019] Due to the associated introduction of moment around the joint axis, the solution according to the invention ensures that, regardless of the arrangement of the stop device, it is always subjected to pressure, and the joint experiences a stiffening effect that prevents buckling.

[0020] The components of the stop device are preferably designed integrally with the coupling device and the interface device.

[0021] In an advantageous embodiment, the stop device comprises at least one stop element which is integrally formed with the interface device and the coupling device and which can be brought into operative connection with each other when the first coupling device is pivoted into the horizontal coupling plane.

[0022] The integrated design of the stop elements forming the stop device on the coupling device and interface device offers the advantage of direct integration of the stop function into the components, resulting in a particularly simple and cost-effective design of the overall assembly. This integrated design eliminates the need for additional components and the measures required for their fastening and fixing, which in turn must be considered in the design of the respective areas on the interface device and coupling device and, in addition to high manufacturing accuracy, require additional machining effort.

[0023] The stop elements on the interface device and the first coupling device are preferably designed and arranged such that they are suitable for being brought into frictional and / or positive engagement with each other when the first coupling device is pivoted into the horizontal coupling plane. This is particularly dependent on the arrangement and design of the stop elements. The stop elements on the interface device and the first coupling device each preferably comprise at least one stop surface that can be brought into operative engagement with each other. When viewed in the horizontal coupling plane, the stop surfaces on the interface device and the first coupling device are oriented at an angle to the horizontal coupling plane, preferably perpendicularly.By having the contact surfaces abut each other, the moment caused by the weight of the first coupling device around the pivot axis is supported at the interface device in the horizontal coupling plane position.

[0024] The interface device consists of a drawbar extending along a longitudinal axis, with a first end section for at least indirect connection to a car body and a second end section opposite the first for rotatably mounting the first coupling device. Viewed longitudinally, the first coupling device comprises a first end section for coupling with a mating coupling device and a second end section for mounting on the interface device. The stop elements are either materially bonded to these components in the second end sections or integrally formed or molded onto them. The latter option allows for integration during the manufacturing process and avoids complex additional machining.This is particularly easy to implement if at least the second end regions of the interface device and the first coupling device are formed as a cast part with the knock-off elements. Preferably, the interface device and the first coupling device each comprise at least two stop elements arranged spaced apart from each other in the direction of the pivot axis, preferably on both sides of a connection of a further coupling device to the pivot axis and, in the installed position, below the pivot axis, forming stop surfaces, wherein the stop surfaces on the interface device and the first coupling device are oriented perpendicular to the horizontal coupling plane when viewed in the horizontal coupling plane.

[0025] In an advantageous further development for providing a particularly compact, low-maintenance design with a small number of components, the solution according to the invention is particularly suitable for embodiments in which the device for pivoting the first coupling device in or out as required comprises a non-self-locking gearbox with a reduction gear ratio when pivoting the connection between the coupling device and the interface device. The use of a gearbox with a reduction gear ratio for transmitting the torque for pivoting, in particular the use of a high-reduction gearbox, offers the advantage that only small torques need to be introduced at the gearbox input for pivoting and the pivoting range can be traversed with relative sensitivity. This allows the force required for manual operation to be kept low. By providing appropriate auxiliary or...Drive units that utilize external power sources, such as electric or hydraulic motors, can be dimensioned accordingly small. A further advantage lies in the possibility of arranging the device close to the interface, resulting in a very compact design.

[0026] This solution also offers the advantage of providing a coupling arrangement suitable for adapting different coupling systems by swiveling the at least first coupling device out of the coupling plane, while providing the necessary space to introduce and arrange a second coupling device of different design to the first coupling device in the coupling plane in a very compact design with regard to the required device for swiveling in and out.

[0027] Specifically, the design allows the automatic coupling to be swivelled out of the coupling plane into a plane at an angle to it, as needed, and to be swivelled back into the coupling plane while the automatic coupling remains in the coupling arrangement.

[0028] The transmission with a reduction gear, also known as a reduction gear, preferably has a gear ratio of at least 10, i.e., 10:1, preferably in the range of 20:1 to 50:1, and particularly preferably in the range of 25:1 to 30:1. High-ratio transmissions with a coaxial input and output arrangement are particularly preferred as reduction gears. These are preferably designed as eccentric transmissions with involute gearing or cycloidal transmissions, such as Cyclo Drive, or tension wave transmissions or wave transmissions, such as Harmonic Drive transmissions. A cycloidal transmission is understood to be, in particular, an eccentric transmission in which cam discs transmit the torques by rolling motion. Other embodiments include planetary transmissions, Acbar transmissions, and cycloidal transmissions.

[0029] In a first preferred embodiment with coaxial arrangement to the pivot axis, these offer the advantage of a compact design with short transmission paths and thus direct mounting, preferably flange mounting, to the interface device.

[0030] The transmission comprises an input and an output connected, at least indirectly, preferably directly, to a coupling device or the connection between the coupling device and the interface device. The device for pivoting the first coupling device in or out as required comprises at least one first drive device coupled to the input of the transmission, wherein the first drive device is designed and arranged to introduce a first drive torque into the transmission, which is smaller than the minimum drive torque required to pivot the first coupling device about the pivot axis against the direction of gravity.The initial drive torque provided to pivot the coupling device is, particularly considering the transmission ratio, smaller than the total minimum torque required to pivot the coupling device, which consists of the coupling device's moment of inertia and the required breakaway torque. Only one additional torque is then needed to pivot the first coupling device.

[0031] Preferably, the first drive device is designed and arranged to provide a first drive torque which is greater than the moment of inertia of the coupling device to be pivoted, which is particularly advantageous when the additional torque is introduced by manual operation, in particular pivoting.

[0032] In an advantageous embodiment, the first drive device comprises at least one pre-tensioned energy storage element connected to the interface device and the input of the gearbox, the pre-tension of which is dimensioned such that, when an additional torque corresponding at least to the difference torque to the minimum drive torque is introduced into the gearbox, the stored energy is released to the gearbox, in particular at the input for pivoting.

[0033] In a particularly advantageous embodiment of this design, the first drive unit is formed by a drive spring designed as a torsion spring, which is connected at least indirectly, preferably directly, to the interface unit at one end and at least indirectly, preferably directly, to the input of the gearbox at the other end. Preferably, for safety reasons, the required preload force is distributed across at least two drive spring units arranged parallel to each other.The entire device for pivoting the first coupling unit into or out of a horizontal coupling plane, defined by the pivot axis and a perpendicular to it, requires no complex drive mechanism in this case. Instead, it uses a simple spring unit that can be tensioned by the coupling assembly's operating mode. In the coupling's operating position, this spring holds it in the coupling plane. Only when an additional torque is applied, causing the first coupling unit to pivot, does the spring release, and the stored energy drives the input at the transmission. Furthermore, when the coupling unit is subsequently lowered, the spring is wound up again, and the energy required for pivoting is automatically stored within it.

[0034] The minimum required drive torque for pivoting the first coupling device against gravity comprises the torque that can be applied by the first drive device, in particular the energy storage element, especially the drive spring, and an additional torque. The torque that can be applied by the drive spring, and thus the required preload, is dimensioned such that unwanted pivoting is prevented. Therefore, it must be designed to be smaller than the required total torque. Taking into account the gear ratio of the transmission, the first drive torque that can be applied via these spring devices is preferably dimensioned such that it provides at least a torque at the transmission output corresponding to the moment of inertia of the coupling device.

[0035] The additional torque, which can be described as the differential torque, required to trigger the pivoting and release of the drive spring can then be chosen to be relatively low, depending on the design of the drive spring. For this purpose, the device has at least one further drive unit for introducing an additional torque into the gearbox that corresponds at least to the differential torque relative to the minimum drive torque.

[0036] In a particularly advantageous embodiment, this additional drive device for introducing an additional torque into the transmission, corresponding at least to the difference in torque compared to the minimum drive torque, is a manually operated lever arm coupled to the connection between the coupling device and the interface device. This lever arm is formed by the coupling device itself. In other words, the coupling device functions as a lever arm that can be easily operated manually. The required additional torque, which corresponds at least to the difference in torque compared to the required total drive torque, is introduced via this lever arm. Depending on the design of the first drive device, this additional torque is equal to or less than the required breakaway torque, particularly for pivoting the coupling device in the connection between the coupling device and the interface device.

[0037] Such a design of the swiveling device offers the advantage of a very simple, compact device that requires no additional drive energy and is completely self-sufficient and can be operated with minimal effort.

[0038] In an alternative further development, at least one additional drive device for introducing an additional torque into the gearbox, corresponding at least to the difference torque to the minimum drive torque, can be formed by an electric motor or a manually operated tool powered by external energy for rotating the input of the gearbox.

[0039] In a particularly space-saving design, the input and output of the gearbox are arranged coaxially to the pivot axis, as is the first drive unit.

[0040] In an advantageous embodiment, the interface device is formed by a drawbar extending along a longitudinal axis, with a first end region for at least indirect connection to a car body and a second end region opposite the first end region for rotatably mounting a pivot pin that describes a pivot axis horizontal and perpendicular to the longitudinal axis. In addition to the first coupling device, the coupling arrangement comprises a second coupling device for mechanical connection to a complementary counter-coupling device of another track-guided vehicle, which are pivotably mounted about the pivot axis in the second end region of the drawbar. At least the first coupling device is fixedly connected to the pivot pin, and the output of the mechanical transmission is connected at least indirectly, preferably directly, to the pivot pin.

[0041] A connection between two components that is fixed or rotationally fixed, in particular, is understood to be one that, when one component moves, forces the other to move in the same manner. This fixed connection can be achieved through a direct, rigid connection between the two components or indirectly via intermediate components. The connections can be force-fit or form-fit. There are numerous possibilities for the design of the individual fixed connection between the pivot pin and the first coupling device. Form-fit connections are advantageously used. These can be implemented, in particular, as a keyway / groove connection or an oil-filled connection. It is especially advantageous if the input and output of the gearbox are arranged coaxially with the pivot axis.In this case, a particularly space-saving design is possible in the area of ​​the joint arrangement of the coupling device and the drawbar. In a particularly advantageous embodiment, the drive unit and the input and output of the gearbox are arranged coaxially to the pivot axis. The advantage lies in a compact and space-saving design with the shortest possible transmission paths, a small number of components, and the provision of high torques with minimal installation space requirements.

[0042] In a first variant, the drive unit and gearbox can be assembled as separate components, or, in a more advantageous second variant, they can be pre-assembled, stored and mounted as a pre-assembled unit.

[0043] To hold and fix the position of the first coupling device in the coupling plane (first position) and in the pivoted position (second position), a locking device is preferably assigned to it, which fixes the coupling device in the respective position relative to the drawbar. In the simplest case, these are so-called locking bolts that interact with the pivot bolt and prevent it from rotating.

[0044] The individual components of the device for pivoting the first coupling unit in and out as needed – the first drive unit and gearbox – can each be separately attached to or mounted on the drawbar. According to a particularly advantageous embodiment, at least one component – ​​the drive unit and gearbox – is indirectly attached to or mounted on the drawbar via another component of the device. In the case of indirect attachment or mounting, the number of connecting elements is significantly reduced, and the connection between the individual components can be simple and direct.

[0045] There are several possibilities regarding the arrangement of the individual components of the device for swiveling in and out as needed. This arrangement is preferably coaxial with the pivot axis and, viewed in this direction, positioned side by side. The arrangement can be one-sided, i.e., assigned to one side of the drawbar and thus to one end of the pivot pin, or both-sided, i.e., assigned to both ends of the pivot pin. Crucially, the gearbox is functionally located between the first drive unit and the pivot pin.

[0046] The single-sided arrangement offers the advantage of providing pre-assembled modules that only need to be connected with the pivot pin and the drawbar. The double-sided arrangement of components offers the advantage of a compact design around the drawbar and the possibility of operation from both sides of the drawbar and thus from both sides of the carriage supporting it.

[0047] Spatially, the arrangement of at least the gearbox and preferably also the spring device can be arbitrary in the longitudinal direction of the pivot axis between the drive device and the second end region of the drawbar.

[0048] The coupling arrangement preferably comprises at least one further second coupling device, which is designed differently from the first coupling device. The second coupling device differs from the first coupling device in terms of coupling type or dimensions. The second coupling device is preferably articulated at an angle to the first coupling device in the circumferential direction about the pivot axis, as viewed from the second end region of the drawbar, or pivotably mounted on the joint arrangement about a horizontal pivot axis. By providing the further second coupling device in the coupling arrangement, it is always available and can be moved by the device into the appropriate position – into the coupling plane or a position outside the coupling plane. Time-consuming manual setup is thus eliminated.

[0049] With a fixed linkage or connection of the second coupling device to the joint arrangement provided in the second end region of the drawbar at an angle to the first coupling device, the minimum drive torque for pivoting the first coupling device out of the coupling plane, while also engaging the second coupling device, is the sum of the moments of inertia of both coupling devices and the required breakaway torque, particularly in the bearing arrangement for the interface device. This must be taken into account when designing the first drive device.

[0050] According to an advantageous embodiment of the coupling arrangement according to the invention, the first coupling device is an automatic coupling, in particular a Scharfenberg™ type coupling, and the second coupling device is designed as a screw coupling. The first coupling device is characterized in particular by a coupling head and coupling elements with a funnel / cone profile, as well as a coupling lock arranged in the coupling head and interacting with a mating coupling during coupling. The coupling lock associated with the coupling head is in particular compatible with a coupling head in a funnel / cone design, such as type 10, type 35, type 330, type 430, type 55, or type 140. Such combinations are particularly advantageous for use in freight and goods transport when assembling wagon trains.

[0051] In an alternative embodiment, the first coupling device can also be designed with an interchangeable coupling head. In this context, it is particularly advantageous for the articulated arrangement of the drawbar to have a first articulated arm pivotable about a horizontal axis or a coupling shaft section fixedly connected to the pivot pin, to which a coupling head of an automatic coupling is preferably detachably and / or interchangeably attached or attachable. For this purpose, the shaft section connected to the pivot pin has an interface area via which a coupling head of an automatic coupling can be interchangeably attached to it.

[0052] In this context, it would be conceivable, for example, if the interface area had at least one shell sleeve arrangement. The interface area essentially serves to mechanically connect the shaft section of a first coupling device, which is permanently connected to the pivot pin, to a coupling head, in particular the coupling head of an automatic coupling, in a detachable manner.

[0053] In particular, this method allows for a modular design of the coupling assembly, consisting essentially of the drawbar and a separately designed coupling head of a first coupling device. Since different coupling heads can be used to form the first coupling device via the interface area, the coupling assembly is suitable in this case for coupling with a large number of couplings of different designs or types. Specifically, no change or replacement of the coupling assembly from the draw hook of the shunting vehicle is required; instead, only two systems need to be maintained on the coupling assembly, one of which can be variably defined with regard to the interchangeable coupling head.The solution according to the invention can therefore be used to fulfill various shunting tasks, making it an extremely flexible system overall.

[0054] Various designs are possible for the interface area. In particular, it is advantageous for the interface area to have at least one shell sleeve arrangement. Alternatively or additionally, the interface area can also have at least one locking pin arrangement with at least one locking pin.

[0055] With regard to crash safety, it is also generally advantageous if an energy-absorbing and / or damping element is integrated into the drawbar of the hybrid coupling to dampen tensile and / or compressive forces transmitted via the drawbar during driving. The energy-absorbing and / or damping element is preferably regenerative, for example, in the form of a spring assembly or a spring pack. Of course, it is also conceivable to use destructively designed energy-absorbing elements or a combination of destructive and regenerative components.

[0056] Exemplary embodiments of the drawbar or transition coupling according to the invention are described in more detail below with reference to the accompanying drawings.

[0057] The solution according to the invention is explained below with reference to figures. Figures 1a and 1b show an exemplary kinematic diagram of the coupling arrangement according to the invention; Figures 2a and 2b show, in a sectional view through the joint plane, advantageous arrangement and connection possibilities of the basic configuration consisting of the first drive unit and gearbox according to an embodiment. Figure 1aFigure 3 shows an example of the construction of an advantageously usable cycloidal gear; Figures 4a and 4b show a particularly advantageous embodiment of a hybrid coupling in different operating positions; Figure 5 shows an example of an advantageous embodiment of the pivoting device in a sectional view through the joint axis. Figures 6a and 6b show, based on a section of the connection area between the interface device and the coupling device, an advantageous embodiment of a stop device in different operating positions; Figures 7a and 7b show a basic introduction of the resulting force at the first coupling device according to the invention, based on a schematically simplified functional representation of a hybrid coupling.

[0058] The Figures 6a and 6bFigure 1 illustrates a section of a coupling arrangement 100 in the form of a hybrid coupling arrangement. This includes an interface device 50 for at least indirect connection with a track-bound vehicle and at least one first coupling device 20 in the form of an automatic coupling 21, pivotably mounted on the interface device 50 about a horizontal geometric axis A, for mechanical connection with a complementary counter-coupling device of another track-guided vehicle. The coupling arrangement 100 further includes a device 6, only indicated here, for pivoting at least the first coupling device 20 into or out of a horizontal coupling plane KE, which can be described by the pivot axis A or GA and a perpendicular to it. Figure 6a illustrates the state of the first coupling device 20 pivoted out of the horizontal coupling plane, which Figure 6bthe pivoted state in the coupling plane KE.

[0059] Furthermore, a stop device 60 is provided to limit the pivoting movement of the first coupling device 20 relative to the interface device 50. The stop device 60 comprises at least one stop element each, integrally formed with the interface device 50 and the coupling device 20, and which can be brought into operative contact with each other when the first coupling device 20 pivots into the horizontal coupling plane KE. The stop elements are integrally formed with the interface device 50 and the coupling device 20. For this purpose, the coupled end regions of the interface device 50 and the first coupling device 20 are formed as a single casting with the stop elements.In the illustrated case, the interface device 50 and the first coupling device 20 each comprise at least two stop elements arranged at a distance from each other in the direction of the pivot axis GA and preferably arranged below the pivot axis in the installed position, forming stop surfaces 61 and 62 respectively, wherein the stop surfaces 62 on the interface device 50 and 61 on the first coupling device 20 are oriented perpendicular to the horizontal coupling plane KE when viewed in the latter's position. Figures 7a and 7bThe figures illustrate the force profile of such a hybrid coupling arrangement when, according to the invention, the resulting force is introduced via the first coupling device 20 and the interface device 50 for at least indirect connection with a track-bound vehicle, as occurs when the first coupling device interacts with a complementary counter-coupling device of another track-guided vehicle. The position of the articulation axis GA, the line of force action in the interface device 50, and the stop device 60 and the first coupling device 20 in the horizontal coupling plane are visible. Under impact loading, the moment acting about the articulation axis GA leads to pressure being exerted on the stop device and a stiffening of the joint of the articulation arrangement for the mounting of the first coupling device 20 on the interface device 50. Figure 7aThe force is applied above the joint axis, according to Figure 7b preferably in a range between 1 mm and 100 mm, particularly preferably between 10 mm and 50 mm. In other words, the joint axis GA is offset from the force transmission line through the first coupling device and interface device, in particular the core plane and the center plane, energy absorption or the horizontal coupling plane.

[0060] This solution is particularly advantageous in a coupling arrangement, as in the Figures 1 to 5 usable as described.

[0061] Figure 1a Figure 1 shows, in a highly simplified schematic representation, the basic structure of a particularly advantageous embodiment of a coupling arrangement 100 in the form of a hybrid coupling arrangement, which is equipped with a stop device 60 according to the invention, as shown in the Figures 6a and 6b reproduced, can be trained. This is in the following Figures 2 to 5Not shown. This includes an interface device 50 for at least indirect connection to a track-bound vehicle. The interface device 50 can, for example, be designed as a drawbar 1. The coupling arrangement 100 comprises at least one first coupling device 20 in the form of an automatic coupling 21, which is pivotably mounted on the interface device 50 about a horizontal geometric axis A. Furthermore, a second coupling device 30 is provided, which is also pivotably mounted about the geometric axis A. The two coupling devices 20, 30 are designed differently. Particularly when used in freight transport, the first coupling device 20 is preferably designed as a Scharfenberg™ type coupling.This coupling is characterized by a funnel- and cone-shaped coupling profile and features a coupling closure with a frog and coupling eye, which can be brought into operative connection with the coupling closure of an identical mating coupling device. The second coupling device 30 is, for example, designed as a screw coupling. Other designs are conceivable.

[0062] The interface device 50, in particular the drawbar 1, is characterized by an extension along a longitudinal axis L, which, when installed on a rail-bound vehicle, coincides with its longitudinal direction. The horizontal geometric axis A is oriented perpendicular to the longitudinal axis L.

[0063] The drawbar 1 has a first end section 2, located on the car body side when viewed in its installed position, via which the drawbar 1 can be detachably connected to a car body, in particular a car body of a freight or shunting vehicle or its underframe. The connection can be made directly or via further intermediate transmission elements. The direct connection is achieved, for example, via a pivot bearing. Furthermore, the drawbar 1 has a second end section 3 opposite the first end section 2. A pivot arrangement 4 is provided at this second end section 3 to allow the first coupling device 20, in particular an automatic coupling 21 having a coupling head 22, to pivot into and out of a horizontal coupling plane KE as required. This coupling plane KE can be described by the longitudinal axis L and the axis A.

[0064] The joint assembly 4 comprises at least one horizontal pivot pin 5, viewed in the installed position of the coupling assembly 100 on the vehicle, which is rotatably mounted in a receiving area 7 of the end section 3 of the drawbar 1, the receiving area having through-openings. The end section 3 of the drawbar 1 is designed in a fork-like shape. Pivoting occurs about the horizontal axis A, which corresponds to the axis of the pivot pin 5 and thus to the pivot axis GA of the joint assembly 4. The horizontal coupling plane KE can then be described by the longitudinal axis L of the drawbar 1 and a perpendicular to it in the horizontal direction when viewed in the installed position on the rail vehicle, in particular by the pivot axis GA of the pivot pin 5.

[0065] The first coupling device 20 is permanently connected to the pivot pin 5 of the joint assembly 4. This can be achieved by integrally integrating the coupling device 20 with the pivot pin 5, or preferably by a detachable connection. The permanent connection can be force-fit or form-fit. For example, tongue-and-groove connections are conceivable.

[0066] Figure 1aFigure 1 shows the first coupling device 20 in the horizontal coupling plane KE. Its position in this plane is designated I-20. To pivot the coupling device 20 in or out of this plane in the direction indicated by the double arrow, a device 6 is provided for pivoting the first coupling device 20 in and out as required. The device 6 is attached to the drawbar 1, preferably directly, and comprises at least one mechanical transmission 13 with a housing 8. The input 14 of the housing 8 is connected or connectable to a first drive device 12 for applying a first drive torque, and the output 15 of the housing 8 is coupled to the pivot pin 5 for applying a torque to it. According to the first particularly advantageous embodiment, the input 14 and the output 15, as well as the pivot axis GA, are arranged coaxially with each other.The first drive device 12 is designed and arranged to introduce a first drive torque into the gearbox 13, which is smaller than the minimum drive torque required to pivot the first coupling device 20 about the pivot axis against the direction of gravity. According to the invention, the first drive device 12 is designed as a pre-tensioned energy storage element connected to the interface device 50 and the input 14 of the gearbox 13, the pre-tension of which is dimensioned such that, when an additional torque corresponding at least to the difference torque to the minimum drive torque is introduced into the gearbox 13, it is triggered and the stored energy is released by pivoting the first coupling device 20.The first drive device 12 is preferably formed by a drive spring 41 designed as a torsion spring, which is connected at least indirectly, preferably directly, to the interface device 50 at one end area and at least indirectly, preferably directly, to the input 14 of the gearbox 13 at the other end area.

[0067] As in the Figure 1bIn a simplified, schematic representation, a first drive torque M1 is introduced into the transmission 13 via the first drive unit 12. However, this is insufficient to pivot the clutch unit 20. The drive spring 41 is in its pre-tensioned position. Only when an additional torque M2 is introduced, which is equal to or greater than the differential torque required to achieve the minimum drive torque necessary to pivot the first clutch unit 20, is the clutch unit 20 pivoted into position II-20. Advantageously, the additional torque M2 is introduced directly at the clutch unit 20, which then acts as a lever arm and thus as a detent. Due to the lever arm, the required force applied to the clutch head can be kept relatively low.

[0068] The driving spring 41, with its torque, ensures that the coupling device 20 is securely held in all positions between the first and second positions when pivoting outwards. When pivoting back, the driving spring 41 is tensioned again.

[0069] The drive spring 41 for applying a torque is preferably arranged on the drawbar 1 and connected to the gearbox 13, the connection being detachable, but not allowing removal from the drawbar 1. That is, the coupling arrangement 100 is characterized in that the device 6, consisting of the drive unit 12, in particular the drive spring 41 and the gearbox 13, is permanently arranged on the drawbar 1, wherein the gearbox 13 and the drive unit 12, in particular the drive spring 41, are either each attached separately to the drawbar 1, or one of the two components is mounted on the other component, with the other component then attached to the drawbar 1.

[0070] The gearbox 13, viewed in the direction of power flow from input 14 to output 15, is designed as a mechanical reduction gearbox. Regarding the design of the gearbox 13 itself, there are several possibilities, the one described below being the most suitable. Figure 1a The gearbox is characterized by a coaxial arrangement of input 14 and output 15, thus enabling a particularly space-saving configuration. This is demonstrated in a particularly advantageous embodiment, as in the Figure 3The exploded view shows a cycloidal gear 10 in which cam discs transmit the torque by rolling action. This gear comprises a drive or eccentric shaft acting as input 14, which is either connectable to, or preferably connected to, the drive unit 12, in particular the drive spring 41, and an output shaft acting as output 15. Furthermore, in the illustrated case, two cam discs 25, 26, an annular disc 23 carrying fixed bolts 27 arranged in a ring around the drive shaft, and a roller disc 24 are provided. The drive shaft drives the cam disc 25. The bolts 27, which are fixedly arranged via the annular disc 23, interact with the outer contour of the cam disc 25, so that, due to the eccentric movement, the cam disc 25 is driven around these bolts 27 and thereby rotates about its axis of symmetry.This also applies to the downstream second cam 26, which is coupled to the first cam 25 via first rollers 28. The cams 25 and 26 have holes that rotate in the opposite direction to the drive shaft. The rollers 28 of the cam 26 behind them and of a roller disc 24 located behind it engage in these holes. The cam 26 thus drives the roller disc 24, to which the output shaft forming the output 15 is attached. This output shaft is coaxial with the drive shaft forming the input 14. Other configurations of the transmission 13 are conceivable.

[0071] The one in Figure 1aThe second coupling device 30 shown is depicted in the position pivoted out of the coupling plane KE, preferably in the end position I-30 present in the installation situation. This device is also pivotably mounted about the pivot axis GA. The pivoting motion can either be free of any forced coupling with the pivoting movement of the first coupling device 20 or forced coupling with it.In the latter case, indicated here only by a dashed line, the second coupling device 30 is also fixedly connected to the pivot pin 5, the connection being such that the second coupling device 30 is pivoted out of the coupling plane KE when the first coupling device 20 is pivoted into this coupling plane KE, and when the first coupling device 20 pivots out of the coupling plane KE, it pivots by the same angle as the first coupling device 20 due to the connection between the two coupling devices 20, 30. This is preferably always the case when the second coupling device 30 is also an automatic coupling device, in particular a Willision coupling, SA3 coupling, or AAR coupling, or a coupling device of the Scharfenberg™ type characterized by another design and configuration.However, in this design, the minimum torque required to swivel out the coupling device 20 is greater due to the forced engagement of the second coupling device and must be taken into account in the design of the drive spring 41.

[0072] If the second coupling device 30 is designed as a screw coupling, the pivoting when coupling to a counter-coupling device is carried out by manual operation, in particular by lifting and pivoting about the pivot axis GA.

[0073] The one in Figures 1a and 1b The illustrated embodiment represents a particularly compact design and arrangement of a device 6 consisting of a drive unit 6 and a gearbox 13. In this case, the entire device 6 is arranged coaxially with the pivot axis GA.

[0074] The device 6 with drive unit 12, in particular drive spring 41 and gearbox 13, can be assembled as a pre-assembled unit or from individual components during installation on the drawbar 1. The arrangement of the drive unit 12, in particular drive spring 41 and gearbox 13, can be on one side of the end region 3 or on both sides of the end region 3 in a view onto a plane that can be described in the vertical direction by the pivot axis GA and a perpendicular thereto, and thus assigned either to only one end region 5.1 or 5.2 of the pivot bolt 5 or to both end regions 5.1 and 5.2.

[0075] The Figures 2a and 2bFigure 100 illustrates, by way of example, a cross-sectional view through the pivot pin 5 in a view of the front of the coupling assembly 100, possible arrangements and couplings between the individual components of the device 6 for pivoting in or out as required, at least the first coupling device 20, and preferably also the second coupling device 30. The minimum configuration consisting of the gearbox 13 and the drive unit 12, in particular the drive spring 41, as well as the end section 3 of the drawbar 1 and the end section 8 of the first coupling device 20, which is rigidly connected to the pivot pin 5, are shown. The end section 3 of the drawbar 1 is fork-shaped. The pivot pin 5 extends through the receiving area 7 into the two fork sections extending from the drawbar 1 on both sides towards the longitudinal axis L.Figures 2a to 2c illustrate embodiments with devices 6 for pivoting in or out as required at least the first coupling device 20 with drive devices 12 pre-installed on the drawbar 1, in particular drive springs 41.

[0076] Figure 2aFigure 1 shows an embodiment in which the device 6 is arranged relative to a plane SKE oriented perpendicular to the coupling plane KE formed by the longitudinal axis L and the pivot axis GA on one side of the fork-like end region 3 and thus only assigned to one end region 5.1 of the pivot pin 5. The drive unit 12 and gearbox 13 are arranged coaxially with the pivot pin 5. The gearbox 13 is preferably attached to the end region 3 of the drawbar 1 with its housing, and the drive unit is supported by it. The pivot pin 5 can be designed as a solid profile element. The input 14 of the gearbox 13 is connected to the drive unit 12, and the output is directly connected to the end of the pivot pin protruding from the fork-like end region 3.

[0077] Figure 2bFigure 1 shows an embodiment with an arrangement of the drive unit 12, in particular the drive spring 41, and the gearbox 13 at the opposite end regions 5.1, 5.2 of the pivot pin 5, viewed in the direction of the pivot axis GA. For this purpose, the pivot pin 5 is provided with a hollow bore 5.3, which enables a connection between the drive unit 12, in particular the drive spring 41, and the input 14 of the gearbox 13 via a connecting element 18 guided through the bore. The drive unit 12 acts directly on the connecting element 18 and is connected to the input 14 of the gearbox 13 via this element. The output 15 of the gearbox 13 is connected to the pivot pin 5. Preferably, the housing 8 of the gearbox 13 is connected to the drawbar 1, in particular in the fork-like end region 3. The connecting element 18 and the drive device 12, in particular the drive spring 41, can be supported on the drawbar 1 via the gearbox 13, in particular the housing 8.It is also possible to attach the drive unit directly to the drawbar 1.

[0078] The Figures 4a and 4b show for the formation of a particularly advantageous first embodiment according to Figure 1aThe different functional positions I, II, and III during pivoting of the coupling devices 20, 30 of a coupling arrangement 100. The coupling device 20 is designed as an automatic coupling 21 of the Scharfenberg™ type for mechanical connection with a complementary mating coupling device, and the second coupling device 30 is designed as a screw coupling. Specifically, the automatic coupling 21 has a coupling head 22 and a shaft section 31 adjoining it, either integrally formed with the head or detachably connected to it, wherein the coupling device 20 is fixedly connected to the pivot pin 5 in the shaft section 31. The coupling head 22 has a coupling head housing 22.1 and coupling elements 22.2, 22.3 in the form of a projecting funnel and a cone, as well as a coupling lock (not shown) housed within the casing, which interact with a complementary counter-coupling device during coupling to establish the mechanical connection. The coupling lock is designed as a rotary lock, with the frog to which a coupling eye is rotatably connected about a coupling eye axis. The coupling lock can be a single-position or two-position lock. The frog can, for example, be rotatably mounted about a main axis, for which purpose it is mounted on a main bolt and non-rotatably connected to it. The coupling eye has a first end 5, at which it is rotatably connected to the frog, and an opposite second end, which can be clamped into a jaw of the frog of a matching coupling head to mechanically lock the two coupling heads together.

[0079] The second coupling device 30 is designed here as a screw coupling 32, with which two rail vehicles, each comprising a drawbar 1, can be coupled to one another at their end regions 3. The screw coupling 32 has a threaded rod 33, at each of whose two axial ends a coupling element 34 and 35 is provided, preferably screwed on. Each coupling element 33, 34 has a screw body comprising an internal thread that is screwed onto the external thread of the threaded rod 33. A coupling eye is pivotally connected to each screw body, which can be slid or hooked onto a corresponding component on the rail vehicle, for example, a draw hook or bolt, in order to establish a positive connection, at least for tensile forces, with the rail vehicle.In the illustrated case, the coupling elements 34 and 35 are designed as drawbar eyes, with the coupling element 34 being pivotably mounted about the pivot axis GA, and in particular the pivot pin 5 being guided through it. The drawbar eye attached to the other end of the threaded rod 33 serves for hooking onto a draw hook on a rail vehicle to be coupled. To make it easier to rotate the threaded rod 33, and thereby change the distance between the two screw bodies or coupling elements 34, 35, a lever is fixedly connected to the threaded rod 33 at its axial center between two sections of the external thread. This lever can be gripped and forms a lever for applying torque to the threaded rod 33. The screw coupling 32 is only pivotally mounted about the pivot axis GA and is free from any forced coupling with the movement of the first coupling device 20.

[0080] The screw coupling 32 can – although not shown here – also be rigidly connected to the pivot pin 5. In this case, the connection between the first coupling element 34 and the pivot pin 5 is realized. The movement of the second coupling device 30 would then be positively coupled to that of the first coupling device 20.

[0081] Figure 4a Figure 1 shows the coupling arrangement 100 with the coupling device 20 arranged in the coupling plane KE and thus in a first position I-20. The second coupling device 30, designed as a screw coupling 32, is recognizable in its first position I-30, pivoted out of the coupling plane KE.

[0082] Figure 4b Figure 1 shows the transition of the first coupling device 20 from the first to the second position I-20 to II-20 as an intermediate position III-20. The screw coupling 32 remains in the first position I-30 due to the lack of positive coupling.

[0083] In all embodiments, a locking device 17 is provided, which fixes the position of the first coupling device 20 in the coupling plane KE as well as in the pivoted position II-20 relative to the end section 3 of the drawbar 1. In the simplest case, this can be a locking bolt. The embodiments according to Figures 4a to 4c further show the connection of the end section 2 of the drawbar to the car body, for example via a pivot bearing 19.

[0084] The Figure 5Figure 1 shows a schematically simplified cross-sectional view in a plane characterized by the pivot axis GA and a perpendicular thereto, illustrating a particularly advantageous compact embodiment of a device 6 according to the invention for pivoting the first coupling device 20 into and out of the coupling plane KE as required. The connection of the second coupling device to the joint arrangement 4 is not shown here for clarity. The first coupling device 20 is pivotably mounted. This mounting is achieved by the fixed connection of the coupling device 20 to a pivot pin 5, which is pivotably mounted in the drawbar 1.

[0085] The illustration shows the guidance and pivoting mounting of the pivot pin 5 in the interface device 50, in particular the drawbar 1, about the pivot axis GA. The arrangement of the first drive unit 12, in particular the drive spring 41, here two parallel drive springs 41a, 41b, and the gearbox 13 is located at the opposite end regions 5.1, 5.2 of the pivot pin 5 when viewed in the direction of the pivot axis GA. The pivot pin 5 is provided with a hollow bore 5.3, which enables a connection between the drive unit 12, in particular the drive springs 41a, 41b, and the input 14 of the gearbox 13 via a connecting element 18 passing through it. The drive unit 12, in particular the drive springs 41a, 41b, act directly on the connecting element 18 and are connected to the input 14 of the gearbox 13 via this element.The first coupling device 20 is connected to the output of the transmission 13 at least indirectly, here via the pivot pin 5. The transmission 13 is designed as a non-self-locking cycloidal transmission 10 with a reduction gear ratio, preferably with a ratio of at least 10:1, preferably in the range of 20:1 to 50:1, and particularly preferably in the range of 25:1 to 30:1. The output 15 of the transmission 13 is connected to the pivot pin 5. Preferably, the housing 8 of the transmission 13 is connected to the drawbar 1, particularly in the fork-like end region 3. In the illustrated case, the transmission 13 does not have a separate housing 8 that completely encloses it; instead, the housing is formed, as it were, by the interface unit 50 and a cover element 51 that encloses the transmission components in the axial and radial directions and is connected to the interface unit 50.

[0086] Furthermore, the connecting element 18 on the drive unit 12 side, in particular the drive springs 41a, 41b, is mounted on the interface unit 50, in particular the drawbar 1, via a cover element 52. On the side facing the drive unit 12, the drawbar 1 has a recess 53 in the area forming the through-opening for receiving the pivot pin 5, for arranging the drive springs 41a, 41b, which is closed by the cover element 52. The drawbar 1 and the cover element 52 thus form the housing for the drive unit 12.

[0087] The pivoting mechanism, in particular the drive springs 41a and 41b, are designed and pre-tensioned such that they exert a torque at the output 15 of the transmission 13, taking into account the transmission ratio, which is less than the minimum required drive torque for pivoting the first coupling device 20. The minimum drive torque is determined by the moment of inertia of the coupling device 20 to be pivoted and the elements connected to it, as well as the required breakaway torque for all components to be pivoted. The two drive springs 41a and 41b are preferably designed such that they exert at least a counter-torque to the moment of inertia of the first coupling device 20, preferably a slightly higher counter-torque.The required additional torque for deflection is then determined from the difference torque to the minimum drive torque and can be introduced on the output side of the gearbox 13 via the lever arm defined by the connection of the coupling device 20 to the pivot bolt 5.

[0088] The torque present at the output 15 of the gearbox 13 can be determined via the drive springs 41a, 41b and, in conjunction with the minimum drive torque, the required torque to be applied via the clutch device 20 as a lever arm.

[0089] If the drive torque introduced via the drive springs 41a, 41b, taking into account the gear ratio at the transmission output 15, is greater than the moment of inertia of the first coupling device 20 and, if applicable, of a further coupling device rigidly connected to it, the required additional torque to achieve the minimum drive torque can be reduced. Reference symbol list

[0090] 1 Drawbar 2 First end of the drawbar 3 Second end of the drawbar 4 Joint assembly 5 Joint bolt 5.1 First end 5.2 Second end 6 Device for pivoting the first coupling device in and out as required 7 Receiving area 8 Housing 9 Spur gear 10 Cycloid gear 12 First drive device 13 Gearbox 14 Gearbox input 15 Gearbox output 16 Drive shaft 17 Locking device; locking bolt 18 Connecting element 19 Bearing; Joint arrangement 20 First coupling device 22 Coupling head 23 Ring disc 24 Roller disc 25 Cam disc 26 Cam disc 27 Bolt of the first ring disc 28 First rollers 29 Second rollers 30 Second coupling device 31 Shaft area 32 Screw coupling 33 Threaded rod 34 Coupling element 35 Coupling element 41 Drive spring 50 Interface device 51 Cover element 52 Cover element 53 Recess 60 Stop device 61 Stop surfaces coupling device 62 Stop surfaces drawbar 100 Coupling arrangement, in particular transition orHybrid coupling Horizontal geometric axis Longitudinal axis GA Swivel axis KE Coupling plane.

Claims

1. Coupling arrangement (100) for a track-guided vehicle, in particular a hybrid coupling arrangement for a rail vehicle, comprising an interface device (50) for at least indirectly connecting to the rail-bound vehicle; at least one first coupling device (20) for mechanical connection to a complementarily shaped mating coupling device of another track-guided vehicle, which is mounted so as to pivot about a horizontal pivot axis (GA), in particular in a mounting on or within the interface device (50); a device (6) for swivelling at least the first coupling device (20) into or out of a horizontal coupling plane (KE) defined by the pivot axis and a line perpendicular thereto as required; a stop device (60) for limiting the swivelling movement of the first coupling device (20) relative to the interface device (50); characterised in that the stop device (60) is arranged and aligned such that, when the first coupling device is swivelled into the horizontal coupling plane, the line of action of the resultant force introduced into this first coupling device (20) in the horizontal coupling plane runs at a distance from the joint axis.

2. Coupling arrangement (100) according to claim 1, characterised in that the line of action of the resultant force introduced into this first coupling device (20) in the horizontal coupling plane runs above or below the joint axis at a distance of 1 mm to 100 mm, preferably 10 mm to 50 mm.

3. Coupling arrangement (100) according to claim 1 or 2, characterised in that the stop device (60) comprises at least one stop element in each case which is formed integrally with the interface device (50) and the coupling device (20) or can be connected thereto, and which, when the first coupling device (20) is pivoted into the horizontal coupling plane, can be brought into operative connection with one another in a manner that is independent of the movement ( ) of the interface device (50) and the first coupling device (20) ( ), wherein the stop elements on the interface device (50) and the first coupling device (20) are designed and arranged such that they are capable of being brought into operative engagement with one another in a force-fitting and / or form-fitting manner when the first coupling device (20) is pivoted into the horizontal coupling plane.

4. Coupling arrangement (100) according to claim 3, characterised in that the stop elements on the interface device (50) and the first coupling device (20) each comprise at least one stop surface capable of being brought into operative engagement with one another, wherein the stop surfaces on the interface device (50) and the first coupling device (20) are, when viewed in the position of the latter situated in the horizontal coupling plane, oriented at an angle relative to the horizontal coupling plane (KE), in particular that the interface device (50) and the first coupling device (20) each comprise at least two stop surfaces arranged at a distance from one another when viewed in the direction of the pivot axis (GA) and arranged in the installed position at the level of the pivot axis or below the pivot axis (61, 62), wherein the stop surfaces (61) on the interface device (50) and (61) on the first coupling device (20) are aligned perpendicular to the horizontal coupling plane (KE) when viewed from the position of the horizontal coupling plane.

5. Coupling arrangement (100) according to one of the aforementioned claims 3 or 4, characterised in that the interface device (50) is formed by a drawbar (1) extending along a longitudinal axis, having a first end region (2) for at least indirect connection to a carriage body and a second end region (3) for rotatably mounting the first coupling device (20), and the first coupling device (20), viewed in the longitudinal direction, comprises a first end region for coupling with a mating coupling device and a second end region for mounting on the interface device (50), and the stop elements in the second end regions are each connected to these components by material bonding or are integrally formed thereon.

6. Coupling arrangement (100) according to claim 5, characterised in that at least the second end regions of the interface device (50) and the first coupling device (20) are formed as a single casting together with the stop elements.

7. Coupling arrangement (100) according to one of the preceding claims, characterised in that the device (6) for swivelling at least the first coupling means (20) in or out as required comprises a non-self-locking gearbox (13) with a reduction ratio to a low speed when swivelling the connection between the coupling means (20) and the interface device (50), wherein, in particular, the gearbox (13) has a gear ratio of at least 10, i.e. 10:1, preferably in the range from 20:1 to 50:1, particularly preferably in the range from 25:1 to 30:1, and is designed in the form of an eccentric gear, in particular an eccentric gear with involute gearing or a cycloidal gear or a tension wave gear.

8. Coupling arrangement (100) according to claim 7; characterised in that the gearbox (13) comprises an input (14) and an output (15) connected, at least indirectly, preferably directly, to the clutch device (20) or to the connection between the clutch device (20) and the interface device (50), and the device (6) for engaging or disengaging the first coupling device as required comprises at least one first drive device (12) coupled to the input (14) of the gearbox (13), wherein the first drive device (12) is designed and arranged, taking into account the gear ratio of the gearbox, to provide a first drive torque (M1) for pivoting the first coupling device about the pivot axis against the direction of gravity, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity, wherein the minimum drive torque required to pivot the first coupling device is defined by the sum of the moment of inertia of the coupling device (20) and the required breakaway torque, in particular that the first drive device (12) is designed and arranged to provide a first drive torque (M1) which is greater than the moment of inertia of the first coupling device (20) to be pivoted.

9. Coupling arrangement (100) according to claim 8, characterised in that the first drive device (12) comprises a pre-stressed energy storage element connected to the interface device (50) and the input (14) of the gearbox (13), the pre-stress of which is dimensioned such that to release the stored energy when an additional torque corresponding at least to the difference between the torque and the minimum drive torque is introduced into the gearbox (13), in particular that the first drive device (12) is formed by at least one drive spring (41) designed as a torsion spring (41), which is connected at one end at least indirectly, preferably directly, to the interface device (50) and at the other end at least indirectly, preferably directly, to the input (14) of the gearbox (13).

10. Coupling arrangement (100) according to claim 8 or 9, characterised in that the device (6) for engaging or disengaging, as required, at least the first coupling device (20) comprises at least one further drive device for introducing into the transmission (13) an additional torque corresponding at least to the difference between the torque and the minimum drive torque.

11. Coupling arrangement (100) according to claim 10, characterised in that the at least one further drive means for introducing an additional torque corresponding at least to the difference between the torque and the minimum drive torque is connected to the output of the gearbox (13), or that the further drive means for introducing an additional torque into the gearbox (13) corresponding at least to the difference between the torque and the minimum drive torque is formed by a lever arm coupled to the output of the gearbox (13) (20) and interface device (50) and forming an actuation, wherein preferably the lever arm is formed by the first clutch device (20) itself, or the at least one further drive device for introducing an additional torque into the gearbox, corresponding at least to the difference between the torque and the minimum drive torque, is formed by an electric motor or a manually operable tool, drivable by an external power source, for rotating the input (14) of the gearbox (13).

12. Coupling arrangement (100) according to any one of the preceding claims 7 to 11, in which the input (14) and output (15) of the gearbox (13) and, in particular, the first drive device are arranged coaxially with the pivot axis.

13. Coupling arrangement (100) according to any one of the preceding claims, characterised in that the coupling arrangement comprises, in addition to the first coupling device, a further second coupling device for mechanical connection to a complementarily configured counter-coupling device of a further track-guided vehicle, which is mounted so as to be pivotable about the pivot axis (GA) in the second end region (3) of the drawbar, wherein at least the first coupling device is connected to the pivot pin in a manner preventing it from being dragged along, and the output of the mechanical transmission is connected at least indirectly, preferably directly, to the pivot pin, and, in particular, the further second coupling device (30) is articulated at an angle to the first coupling device (20) on the articulation arrangement (4) provided in the second end region (3) of the drawbar (1), or is mounted on the articulation arrangement (4) so as to be pivotable about the horizontal pivot axis (GA).

14. Coupling arrangement (100) according to claim 13, characterised in that the further second coupling device (30) is rigidly articulated at the joint arrangement provided in the second end region (3) of the tie rod (1) (4) provided in the second end region (3) of the drawbar (1) at an angle to the first coupling device (20) in a manner that prevents it from being dragged along, and the minimum drive torque required to pivot the first coupling device out of the coupling plane (KE) is defined by the sum of the moments of inertia of the two coupling devices (20, 30) and the required breakaway torque.

15. Coupling arrangement (100) according to one of the preceding claims, characterised in that the first clutch device is an automatic clutch, in particular a Scharfenberg™-type clutch, and the further second clutch device (30) is designed as a screw coupling.

Images