Digital automatic clutch (DAK) with electromechanical actuator with play-free drive bearing for a rail vehicle, and rail vehicle having such a clutch

Abstract

A central buffer coupler (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, wherein the actuator (6) is designed as an electromechanical actuator (6) with at least one electric motor (10) and a motor brake (11), wherein the electric motor (10) of the electromechanical actuator (6) is connected to a housing (15) of the electromechanical actuator (6) by means of a connecting device (100), the connecting device (100) having a connecting flange (15a). The connecting device (100) includes the motor brake as a spring-applied brake (24). 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 electromechanical actuator with play-free drive bearing 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 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 to be 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 drive unit is used, which operates without the use of an additional operating medium (e.g., hydraulic).

[0008] Center buffer couplings are well known in passenger train traffic, according to the state of the art. Pneumatic actuators or pneumatic cylinders are used to release these couplings. The push rod or plunger or piston of the cylinder is pushed out using pneumatically supplied energy and thus pressure, thereby rotating the hook disc or the center piece of the Scharfenberg coupling in the release direction.

[0009] 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 compress the operating medium with a hydraulic pump, thus generating the pressure to move the piston forward. While 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.

[0010] 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.

[0011] In Figure 1 is a schematic plan view of an internal structure of a central buffer coupling 1 with an electromechanical actuator 6 according to the prior art.

[0012] Figure 2 shows a schematic sectional view of the electromechanical actuator 6 of the central buffer coupling 1 according to Figure 1 .

[0013] Figure 3 shows the schematic sectional view of the electromechanical actuator 6 according to Figure 2 with force effects.

[0014] Such a central buffer coupling 1 according to the Figures 1 to 3is described in detail in its structure and function 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"

[0015] 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.

[0016] For uncoupling, i.e. releasing the central buffer coupling 1, the actuator 6 in the form of an electromechanical actuator 6 is used.

[0017] The actuator 6 comprises a housing 15 with a connecting flange 15a projecting downwards, and a control housing 16. A spindle drive with a threaded spindle 12 is arranged in the housing 15.

[0018] The electromechanical actuator 6 functions with the help of an electric motor 10, which converts the electrical energy into mechanical energy.

[0019] The electric motor 10 is flanged to the connecting flange 15a of the housing 15 of the actuator 6. A gear 10b is arranged in this area.

[0020] 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.

[0021] The actuating element 7 rotates 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 actuator 6.

[0022] 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.

[0023] 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.

[0024] The electric motor 10 can be a direct current motor or DC motor as the main drive for uncoupling or releasing the central buffer coupling 1.

[0025] The contact point between the pressure head 7a of the actuating element 7 and the contact point 8 has a bearing 9. The bearing 9 is a roller bearing with a roller and is arranged in the drive section 3 of the hook disk 2 so as to be rotatable about a bearing axis (not designated).

[0026] At the contact point 8, the roller of the bearing 9 contacts a pressure head 7a of the actuating element 7.

[0027] The bearing 9 minimizes the transverse forces acting on the actuating element (pressure tube) 7 and is described in more detail in another application by the applicant which has not yet been published.

[0028] 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.

[0029] The electromechanical actuator 6 has two limit switches 13 and 14 for a starting and end position of the actuating element 7. The two limit switches 13 and 14 are arranged in the control housing 16 and are actuated by the spindle nut 10.

[0030] The housing 15 is formed with the connecting flange 15a. The connecting flange 15a has a mounting surface 15b for the electric motor 10, which is attached to the connecting flange 15a. Furthermore, an additional flange section 15c is formed on the underside 15e of the housing 15. This additional flange section 15c serves for additional mounting of the electric motor 1.

[0031] In the attached state, the electric motor 10 rests with its outer surface on a bottom side 15d of the housing 15, which runs in the direction of the central axis 6a of the electromechanical actuator 6, and is at least partially in form-fitting contact with this.

[0032] Due to vibrations and shocks, the electric motor 10 must be connected in a correspondingly robust manner by attaching the motor shield or a motor flange 17 with significantly larger screw connections to the housing 15 or the connecting flange 15a of the housing 15 of the actuator 6.

[0033] In addition, due to the length of the drive unit (electric motor 10 with flanged-on motor brake 11), a type of intermediate flange 18 is attached to the electric motor 10 approximately in the center of the longitudinal axis / motor axis 10a of the electric motor 10. The electric motor 10 is attached with its intermediate flange 18 to the flange section 15c of the housing 15 of the actuator 6.

[0034] In Figure 2 - 3 The electric motor 10 is shown with a gear 10b and a drive pinion 20. In the assembled state, the drive pinion 20 is part of the gear 10b, which is then arranged in or on the connecting flange 15a.

[0035] The gear 10b also has an output gear 20a, which is connected to the threaded spindle 12 and meshes with the drive pinion 20. The gear 10b is closed by a gear cover 19.

[0036] In Figure 3It is shown that in this actuator 6, the drive unit is attached to the outside of the actuator housing 15 by means of two flanges (connecting flange 15a and intermediate flange 18) of a connecting device 100. The intermediate flange 18 assumes a supporting function of the drive unit by absorbing the loads (shock, vibrations) occurring radially to the motor axis 10a during a coupling process as radial forces 21 and thus reducing the loads in the connecting flange 15a.

[0037] The connecting flange 15a forms the actual connection between the drive unit and the actuator housing 15, whereby the intermediate flange 18 merely has a supporting function to absorb the radial loads (radial forces 21) mentioned above.

[0038] It is considered disadvantageous that axial loads in the direction of the motor axis 10a or parallel thereto in the direction of the central axis 6a of the actuator 6 are not transmitted through the intermediate flange 18.

[0039] The high accelerations radial to the motor axis 10a occur during a coupling impact when both coupling halves collide. This results in a bending moment 22 in the one-sided screw connection at the connecting flange 15a of the drive unit to the actuator. The bending moment 22 can occur around an axis that, in this case, runs perpendicular to the motor axis 10a. High bending moments 22 can contribute to premature failure of this connection at the connecting flange 15a.

[0040] Document DE 10 2021 111 207 A1 describes an automatic train coupling with an electro-hydraulic actuator. The force is also generated via pressure, which is generated by a hydraulic operating medium. An electro-hydraulic drive unit, using an electric motor, generates 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 uncoupling process, the piston is retracted by reducing the pressure.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] Therefore, the object of the invention is to provide an improved central buffer coupling with an improved drive bearing for an electromechanical actuator for a rail vehicle, in which the above-mentioned disadvantages are eliminated or significantly reduced.

[0045] A further task is to provide an improved rail vehicle with such a central buffer coupling.

[0046] The problem is solved by the subject matter of claim 1.

[0047] The further problem is solved by the subject matter of claim 8.

[0048] One idea of ​​the invention is to realize the function of an intermediate flange for fastening an electric motor of a complete electromechanical actuator in a center buffer coupling of a rail vehicle by means of a spring-loaded brake.

[0049] A central buffer coupling of a rail vehicle according to the invention, comprising 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 and a motor brake. The electric motor of the electromechanical actuator is connected to a housing of the electromechanical actuator by means of a connecting device, the connecting device having a connecting flange. The connecting device comprises the motor brake as a spring-loaded brake.

[0050] A particular advantage of this design is that, in contrast to the previous state of the art, the function of an intermediate flange as a component of the connecting device is fulfilled by the motor brake in the form of a spring-loaded brake that is already present in the actuator.

[0051] In addition, it is a particular advantage that, as in the conventional bearing arrangement, the bearing arrangement is almost free of play in the radial direction.

[0052] A further significant advantage is provided by a standardized and cost-effective solution and the absorption of loads radial to the motor axis on the electric drive unit used in the electromechanical actuator via the spring-loaded brake.

[0053] A rail vehicle according to the invention has the central buffer coupling described above.

[0054] Advantageous embodiments are described in the subclaims.

[0055] In one embodiment, the electric motor of the electromechanical actuator is attached to the connecting flange of the actuator housing at a first end face, and is connected to the spring-loaded brake, which is permanently mounted on the actuator housing, via a motor shaft end. In this way, the spring-loaded brake not only performs braking and holding functions, but also a bearing and force introduction function. Furthermore, the spring-loaded brake absorbs loads acting radially to the motor axis via a frictional connection, thereby relieving the load on the electric motor's drive screw connections at the connecting flange of the connecting device.

[0056] Another embodiment provides for the connecting device to have a motor mount, with the electric motor being arranged in the motor mount. The electric motor can advantageously be easily inserted into the motor mount during assembly.

[0057] In yet another design, the spring-loaded brake is located in a motor cover of the motor mount. This results in an advantageously compact design and cost-effective mounting.

[0058] Another design provides for the connecting flange and motor mount to be formed integrally with the actuator housing. This results in a compact and robust design and a reduction in the number of components.

[0059] The high accelerations radial to the motor axis occur during a coupling impact when both coupling halves of the center buffer coupling meet. This results in a bending moment in the connecting flange of the drive unit's connecting device to the actuator housing. The compact, one-piece design, together with the spring-applied brake, also offers the advantage of a simple and standardized device for reducing this bending moment, preventing premature failure of this connection.

[0060] The motor brake / spring-loaded brake is applied during uncoupling to ensure the buffer position. However, the motor brake / spring-loaded brake is also engaged in the deactivated / initial state, since no current flows and the motor brake is "normally closed," meaning it is closed when de-energized. Therefore, coupling shocks can also occur during this process.

[0061] In one embodiment, the spring-loaded brake comprises a magnet housing, a coil, compression springs, an armature, a drive sleeve, a flange, and a friction disc. The armature is connected to the motor cover and thus to the actuator housing via the compression springs and the magnet housing. The spring-loaded brake is non-rotatably mounted on the motor shaft end of the second end face of the electric motor via the drive sleeve. This enables advantageously compact mounting and power transmission.

[0062] It is also advantageous if the driving sleeve of the spring-loaded brake engages positively and / or non-positively with a corresponding counterpart of the flange of the spring-loaded brake, as this allows a simple construction in a confined space for robust power transmission.

[0063] The frictional engagement created in the spring-loaded brake serves as a primary function to generate a holding torque that holds the actuator in the uncoupling position. Another advantageous secondary function is the frictional engagement between the friction disc and the armature, which absorbs the loads radial to the motor axis and transfers them via the spring-loaded brake's drive sleeve to the corresponding counterpart of the spring-loaded brake's flange.

[0064] In yet another embodiment, a motor axis of the electric motor runs parallel to a center axis of the electromechanical actuator, resulting in an advantageous arrangement, particularly for simple gear designs, between the electric motor and, for example, a threaded spindle for the actuating element.

[0065] The invention enables the following advantages: Standardization through the use of standard components. Cost savings through the elimination of the intermediate flange. More robust construction against vibrations and shocks.

[0066] 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 central buffer coupling with an electromechanical actuator according to the prior art; Figure 2 shows a schematic sectional view of an electromechanical actuator of the central buffer coupling according to Figure 1 ; Figure 3 the schematic sectional view of the electromechanical actuator according to Figure 2with force effects; Figure 4 shows a schematic sectional view of an exemplary embodiment of the actuator according to the invention of the central buffer coupling according to the invention; Figure 5 shows a schematic sectional view of an exemplary spring-pressure brake of the exemplary embodiment according to Figure 4 ; Figure 6 the schematic side view of the embodiment according to Figure 4 with force effects; and Figure 7 the schematic sectional view of the spring-loaded brake according to Figure 5 with force effects.

[0067] Figure 1 - 3 relate to the state of the art and are explained above.

[0068] Figure 4 shows a schematic sectional view of an embodiment of the actuator 6 according to the invention of the central buffer coupling 1 according to the invention.

[0069] The actuator 6 according to the invention comprises an exemplary integration of a standardized drive unit. The drive unit has a motor 10 with a spring-loaded brake 24, both of which are arranged inserted into an interior space of a motor mount 15e. The motor mount 15e and the connecting flange 15a are formed integrally with the housing 15 of the actuator 6.

[0070] A connecting device 100 comprises the connecting flange 15a, the motor mount 15e with a motor cover 23 and the spring-loaded brake 24.

[0071] The motor 10 is secured to the connecting flange 15a of the actuator housing 15 by means of a first end face 10e via a motor flange 17 by means of screw connections. A motor shaft end 10c protrudes from the first end face 10e of the motor 10 and is connected to the drive pinion 20 of the gear 10b.

[0072] From another, second end face 10f of the motor 10, another motor shaft end 10d protrudes, which is connected to the spring-loaded brake 24. The spring-loaded brake 24 is installed in the motor cover 23. The motor cover 23 is attached here with fastening elements (screws, e.g., according to DIN 7984) to the open end of the motor mount 15e of the actuator housing 15 of the actuator 6 and closes the interior of the motor mount 15e.

[0073] The spring-loaded brake 24 is non-rotatably mounted on the motor shaft end 10d by means of a press fit or a key and is firmly mounted on the actuator housing 15 of the actuator 6 by means of a friction-locking screw connection, centered by dowel pins.

[0074] An intermediate flange 18 is completely omitted here. Its function is taken over by the spring-loaded brake 24, as explained further below.

[0075] In Figure 5is a schematic sectional view of an exemplary spring pressure brake 24 of the embodiment according to Figure 4 shown.

[0076] Figure 6 shows the schematic side view of the embodiment according to Figure 4 with force effects.

[0077] Figure 7 shows the schematic sectional view of the spring-loaded brake 24 Figure 5 with force effects.

[0078] The spring-loaded brake 24 comprises a magnet housing 24a, a coil 25, compression springs 26, an armature 27, a drive sleeve 28, a flange 29, and a friction disc 20. The splined drive sleeve 28 is firmly seated on the motor shaft end 10d of the motor 10 and engages, via a spline 28a, with a corresponding counterpart, which is attached to the flange 29. The armature 27 is connected to the actuator housing 15 via the compression springs 26 and the magnet housing 24a.

[0079] During a coupling process, when the actuator 6 reaches its uncoupling position (see Figure 1 ), the spring-loaded brake 24 applies its torque. This creates a frictional engagement between the friction disc 20 and the armature 27. This frictional engagement is used in this embodiment not only to transmit the torque, ie to maintain the uncoupling position, but also to absorb loads acting radially to the motor axis 10a of the motor 10 (radial forces 21, Figure 6 ), which are generated by the coupling process.

[0080] In this way, the function of the electromechanical actuator 6 from the prior art ( Figure 1-3 ) is realized cost-effectively and in a standardized manner by the spring-loaded brake 24. The intermediate flange 18 is thus replaced by the spring-loaded brake 24 (see Figures 6 - 7).

[0081] The spring-loaded brake 24 is applied during uncoupling to ensure the buffer position. However, the spring-loaded brake 24 is also engaged in the de-energized / initial state, since no current flows and the spring-loaded brake 24 is "normally closed," meaning it is closed when de-energized. Therefore, coupling shocks can also occur during this process.

[0082] The generation of the frictional engagement in the spring-loaded brake 24 is made possible by the compression springs 26. When the electrically conductive coil 25 in the magnet housing 24a is not energized, the compression springs 25 press the armature 27 against the friction disc 30 with a defined spring force in this so-called currentless state.

[0083] This is exactly the case when the two central buffer couplings 1 to be coupled meet, whereby the high loads mentioned above occur as radial forces 21, 21a and bending moment 22, as also in Figure 6 and 7is indicated schematically.

[0084] When coil 25 is energized, thus generating a magnetic field, armature 27 is lifted from friction disc 30. In other words, armature 27 is moved axially toward motor axis 10a by friction disc 30 toward magnet housing 24a, or is attracted to it. The frictional connection between armature 27 and friction disc 30 is thus no longer present.

[0085] With this frictional engagement, a holding torque is generated as a primary function, which holds the actuator 6 in the uncoupling position.

[0086] As a further secondary function, the frictional engagement between the friction disc 30 and the armature 27 of the spring-loaded brake 24 serves to absorb the loads already mentioned, which run radially to the motor axis 10a, caused by the radial forces 21, 21a.

[0087] The above-described central buffer coupling 1 according to the invention with the electromechanical actuator 6 with the spring-loaded brake 24 can be designed, for example, as a Scharfenberg coupling or other central buffer coupling 1.

[0088] The central buffer coupling 1 according to the invention described above offers the following advantages: Standardization through the use of standard components. Cost savings through the elimination of the intermediate flange 18. More robust design against vibrations and shocks.

[0089] The invention is not limited by the embodiments given above, but can be modified within the scope of the claims.

[0090] For example, it is conceivable that the motor mount can simultaneously be a conventional or modified motor housing. List of reference symbols

[0091] 1 Center buffer coupling 1a Housing 2 Hook disc 2a Swivel axis 3 Drive section 4 Output section 5 Eyelet 6 Actuator 6a Center axis 7 Actuating element 7a Pressure head 7b Spindle nut 8 Contact point 9 Bearing 10 Electric motor 10a Motor axis 10b Gearbox 10c, 10d Motor shaft end 10e, 10f Front end 11 Motor brake 12 Threaded spindle 13, 14 Limit switch 15 Actuator housing 15a Connecting flange 15b Mounting surface 15c Flange section 15d Underside 15e Motor mount 16 Control housing 17 Motor flange 18 Intermediate flange 19 Gearbox cover 20 Drive pinion 20a Output gear 21, 21a Radial force 22Bending moment 23Motor cover 24Spring-loaded brake 24aMagnet housing 25Coil 26Compression spring 27Armature 28Drive sleeve 28aSpline 29Flange 30Friction disc

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) and a motor brake (11), wherein the electric motor (10) of the electromechanical actuator (6) is connected to a housing (15) of the electromechanical actuator (6) by means of a connecting device (100), wherein the connecting device (100) has a connecting flange (15a), characterized in that the connecting device (100) comprises the engine brake (11) as a spring-loaded brake (24).

2. Central buffer coupling (1) according to claim 1, characterized in thatthe electric motor (10) of the electromechanical actuator (6) is fastened with a first end face (10e) to the connecting flange (15a) of the actuator housing (15) and is connected with a second end face (10f) via a motor shaft end (10d) to the spring-pressure brake (24), which is fixedly mounted on the actuator housing (15) of the actuator (6).

3. Central buffer coupling (1) according to claim 1 or 2, characterized in that the connecting device (100) has a motor mount (15e), wherein the electric motor (10) is arranged in the motor mount (15e).

4. Central buffer coupling (1) according to claim 3, characterized in that the spring-loaded brake (24) is arranged in a motor cover (23) of the motor mount (15e).

5. Central buffer coupling (1) according to claim 4, characterized in that the connecting flange (15a) and the motor mount (15e) are formed integrally with the housing (15) of the actuator (6).

6. Central buffer coupling (1) according to claim 4 or 5, characterized in thatthe spring-loaded brake (24) has a magnet housing (24a), a coil (25), compression springs (26), an armature (27), a driving sleeve (28), a flange (29) and a friction disc (20), wherein the armature (27) is connected to the motor cover (23) and thus to the actuator housing (15) via the compression springs (26) and the magnet housing (24a), and wherein the spring-loaded brake (24) is fastened in a rotationally fixed manner to the motor shaft end (10d) of the second end face (10f) of the electric motor (10) via the driving sleeve (28).

7. Central buffer coupling (1) according to claim 5, characterized in that the driver sleeve (28) of the spring-loaded brake (24) is in positive and / or non-positive engagement with a corresponding counterpart of the flange (29) of the spring-loaded brake (24).

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

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

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