Coupling arrangement, in particular hybrid coupling arrangement

Abstract

The present invention relates in general to a coupling arrangement, in particular called a hybrid coupling arrangement or else an adapter coupling arrangement, for railborne vehicles, in particular rail vehicles with at least a first coupling device with a coupling head which can be pivoted as required into / out of the coupling plane. The invention is characterized in that the device for pivoting the first coupling device in or out as required comprises a non-self-locking gear mechanism with a step-down transmission during the pivoting of the connection between the coupling device and the interface device.

Description

[0001] Clutch arrangement, in particular hybrid clutch arrangement

[0002] The present invention relates generally to a clutch arrangement, in particular a hybrid clutch arrangement or

[0003] A transition coupling arrangement for track-guided vehicles, particularly rail vehicles, with at least one first coupling device with a coupling head that 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™ type coupling or a Willison type coupling.

[0004] Coupling arrangements for the selective use of different coupling devices for coupling with a corresponding counter-coupling are generally known from rail vehicle technology and are used to connect rail vehicles equipped with different coupling systems (e.g., Scharfenberg® couplings on draw hooks). The coupling of the adapter coupling to the draw hook of a screw coupling is usually done manually, while the coupling process with the center buffer coupling can take place automatically.

[0005] A conventional coupling arrangement for mixed coupling between an automatic coupling and, for example, a screw coupling generally has a coupling carrier designed at least partially as a housing, in which a coupling lock for mechanically connecting the adapter coupling to a coupling lock provided in the coupling head of an automatic central buffer coupling can be accommodated. In the coupled state, the end face of the adapter coupling then rests against the end face of the coupling head of the automatic central buffer coupling. At the end opposite the end face of the adapter coupling, a coupling bracket can be provided as the interface structure of the draw hook module. This coupling bracket can be accommodated, for example, in the draw hook of a screw coupling and can thus ensure a mechanical connection between the adapter coupling and the screw coupling.In this design, the coupling bracket of a transition coupling is placed onto the draw hook of a screw coupling to be adapted. For this purpose, the transition coupling is provided with supports of the same design arranged parallel and spaced apart on both sides at its rear end, which are connected to each other at the free ends by a bolt. The bolt holds the coupling brackets of the transition coupling in the mouth of the draw hook. An angle lever comprising first and second links is arranged on both sides of the conventional transition coupling. The links on both sides of the transition coupling are connected to each other and to one another by a common axle, with the axle serving as a contact surface on the end face of the draw hook, so that the center position of the transition coupling can be adjusted. By providing the angle lever, height centering can be achieved in the transition coupling known from the prior art.However, manual handling, and in particular the manual insertion of the adapter coupling into the interface between the couplings to be adapted, such as in the draw hook of a screw coupling, is difficult because it is not possible for an operator to hold the weight of the adapter coupling on the one hand and to correctly attach the height centering device to the draw hook on the other.

[0006] Another coupling arrangement, particularly suitable for use as a shunting coupling for rail-guided vehicles, is known, for example, from EP 2 529 994 A1. This coupling arrangement is characterized by the fact that it can be connected to different couplings, so that different shunting tasks can be performed with one and the same coupling arrangement without changing them and while minimizing set-up times. In particular, both standard railway couplings and metro couplings can be coupled with this coupling arrangement without manual intervention by the operator being necessary. For this purpose, the coupling arrangement known from EP 2 529 994 A1 has a coupling head changer with a magazine rotatably mounted on a support structure and containing the coupling heads, which serves to exchange coupling heads of different designs and / or different 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 swapping of coupling heads of different designs or types into the coupling plane defined by the coupling arrangement, this design is disadvantageous if coupling with a screw coupling is required. This would require removing the coupling head changer from the draw hook, which in turn entails considerable setup time.

[0007] Generic systems 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 080 759 A1 discloses a coupling arrangement with a drawbar and a draw hook attached thereto, as well as at least two different coupling devices pivotally 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, one of whose ends engages the coupling devices or the connecting parts associated with them in an articulated manner. The other ends are guided in an elongated hole of a support guided on the drawbar for a lifting cylinder, wherein the lifting cylinder has a piston rod that acts on the ends of the drive rod.A locking device for the drive rod is also provided. With the coupling arrangement disclosed in EP 080 759 A1, either the draw hook or one of the two coupling devices can be used. If the draw hook is desired, both coupling devices are pivoted upwards, whereby the upper coupling device is locked in position, while the other coupling device is lowered by means of the lifting cylinder and the draw hook is released. If the lower coupling device is to be used, it is pivoted into the coupling plane using the lifting cylinder. This is done analogously if the upper coupling device is desired. The actuating device is arranged below the draw rod and is relatively complex.

[0008] Another coupling arrangement of this type is known from EP 3 590 784 A1. This comprises a drawbar with a first end region for connection to a car body and a second end region opposite the first end region. In the second end region of the drawbar, a joint arrangement is provided, via which a coupling head of an automatic coupling and a drawbar eye are pivotably mounted about a horizontal pivot axis. The coupling head of the automatic coupling is rigidly connected to the joint arrangement. An actuating device is provided for pivoting the coupling head of the automatic coupling into or out of a horizontal coupling plane as required. This actuating device comprises a drive which includes a cable winch which is mounted on a frame attached to the car body and via which the deflection can take place.The disadvantage of this design is essentially 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 apply great forces.

[0009] Accordingly, the object of the invention is to provide a coupling arrangement that can be connected to different automatic coupling devices, in particular standard-gauge or metro couplings or similar central buffer couplings on the one hand, and to coupling devices of other types and kinds, such as screw couplings, on the other hand, while minimizing setup times, so that different shunting tasks can be performed. In particular, a hybrid coupling is to be provided that allows switching between at least two coupling devices quickly and with little effort. Furthermore, the force required by the operating personnel during conversion, in particular pivoting, should be kept as low as possible, and the risk of accidents due to unwanted reversal should be avoided. The solution should also be structurally simple, cost-effective, and, if possible, implementable without the need for additional modifications to the vehicle.

[0010] This object is achieved according to the invention by a coupling arrangement according to claim 1. Advantageous embodiments are described in the subclaims.

[0011] A coupling arrangement for a rail-bound vehicle, in particular a hybrid coupling arrangement for a rail vehicle, comprises an interface device for at least indirect connection to the rail-bound vehicle and at least one first coupling device for mechanical connection to a complementarily designed counter-coupling device of another rail-bound vehicle, which is pivotable about a horizontal pivot axis (GA), in particular mounted in a receptacle on or in the interface device. For pivoting, a device is provided for pivoting the first coupling device in or out of a horizontal coupling plane defined by the pivot axis and a perpendicular thereto.According to the invention, the device for pivoting the first coupling device in or out as required comprises a non-self-locking gear with a slow gear ratio when pivoting the connection between the coupling device and the interface device.

[0012] A rail-bound vehicle refers to a vehicle that moves along predetermined guideways, particularly rail vehicles. An interface device for at least indirect connection to a rail-bound vehicle is understood, in particular, to be a device that is typically provided on the rail-bound vehicle and is arranged and configured to be suitable for connecting a coupling device to it. In particular, this is a coupling device, a bearing unit, or a drawbar.

[0013] A coupling device of the coupling arrangement is understood, in particular, to be a device for mechanically connecting two adjacent rail-bound vehicles. This transmits at least tractive forces, but depending on the design of the coupling device, also tractive and impact forces.

[0014] At least indirectly connected includes both the possibility of a direct connection between two components and indirect connections via intermediate transmission elements.

[0015] The use of a gearbox with a low-speed ratio to transmit the torque for pivoting, particularly the use of a high-reduction gearbox, offers the advantage that only low torques for pivoting need to be introduced at the gearbox input, and the pivoting range can be covered relatively sensitively. This keeps the force required for manual operation to a minimum. If appropriate drive devices that utilize auxiliary or external energy, such as electric motors or hydraulic motors, are provided, these can be dimensioned accordingly. A further advantage is the possibility of arranging the device close to the interface, thus achieving a very compact design.

[0016] The solution according to the invention further offers the advantage of providing a coupling arrangement suitable for adapting different coupling systems by pivoting the at least first coupling device out of the coupling plane while providing the necessary space for introducing and arranging 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 necessary device for pivoting in and out.

[0017] In detail, the embodiment according to the invention allows the automatic coupling to be pivoted out of the coupling plane into a plane at an angle to the latter as required and to be pivoted back into the coupling plane while the automatic coupling remains in the coupling arrangement.

[0018] The gear with a slow gear ratio, also referred to as a reduction gear, preferably has a gear ratio of at least 10, ie 10:1, preferably in the range from 20:1 to 50:1, particularly preferably in the range from 25:1 to 30:1.

[0019] High-reduction gears with a coaxial arrangement of input and output are particularly preferred as reduction gears. These are preferably designed as eccentric gears with involute gearing or cycloidal gears, such as Cyclo Drive, or stress wave gears or wave gears, such as Harmonie Drive. A cycloidal gear is understood in particular to be an eccentric gear in which cam discs transmit torque in a rolling manner. Other designs include planetary gears, Acbar gears, and cycloidal gears.

[0020] In a first preferred embodiment with a coaxial arrangement to the pivot axis, these offer the advantage of a compact design with short transmission paths and thus direct attachment, preferably flange-mounting, to the interface device. For this purpose, the gearbox comprises an input and an output connected at least indirectly, preferably directly, to the 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 gearbox, wherein the first drive device is designed and arranged to introduce a first drive torque into the gearbox which is less than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity.The first drive torque applied to pivot the coupling device is smaller, particularly taking into account the gear ratio, than the total minimum torque required to pivot the coupling device, consisting of the moment of inertia of the coupling device and the required breakaway torque for pivoting. Only one additional torque is then required to pivot the first coupling device.

[0021] 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.

[0022] In an advantageous embodiment, the first drive device comprises at least one preloaded energy storage element connected to the interface device and the input of the transmission, the preload of which is dimensioned such that, upon introduction of an additional torque into the transmission corresponding at least to the difference in torque to the minimum drive torque, the stored energy is released to the transmission, in particular at the input for pivoting. In a particularly advantageous further development of this embodiment, the first drive device is formed by a drive spring designed as a torsion spring, which is connected at least indirectly, preferably directly, to the interface device at one end region and at least indirectly, preferably directly, to the input of the transmission at the other end region.For safety reasons, the required preload force is preferably distributed between at least two mainspring devices arranged parallel to one another. In this case, the entire device for pivoting the first coupling device in or out of a horizontal coupling plane defined by the pivot axis and a line perpendicular to it does not require a complex drive device but rather uses a simple spring unit that can be tensioned by the operating mode of the coupling arrangement. In the operating position of the coupling, this spring unit holds the coupling in the coupling plane and only releases it when additional torque is applied, pivoting the first coupling device and using the stored energy to drive the input on the gearbox. Furthermore, when the coupling device is later lowered, the mainspring is wound up again and the energy required for pivoting is automatically stored in it again.

[0023] The required minimum drive torque for pivoting the first coupling device against gravity is composed of the torque that can be applied by the first drive device, in particular the energy storage element, in particular the mainspring, and an additional torque. The torque that can be applied by the mainspring and thus the required preload are dimensioned such that undesirable pivoting is avoided. This preload must therefore be designed to be smaller than the required total torque. Taking into account the transmission ratio of the gear unit, 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 that corresponds to the moment of inertia of the coupling device.The additional torque, which can be described as the differential torque, required to trigger the pivoting and breakaway of the mainspring can then be selected to be relatively low, depending on the design of the mainspring. For this purpose, the device has at least one further drive device for introducing an additional torque into the transmission that corresponds at least to the differential torque compared to the minimum drive torque.

[0024] In a particularly advantageous embodiment, this additional drive device for introducing an additional torque into the transmission that corresponds at least to the difference in torque compared to the minimum drive torque is a manually operable lever arm that is coupled to the connection between the clutch device and the interface device and is formed by the clutch device itself. This means that the clutch device acts 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, in particular of the connection between the clutch device and the interface device for pivoting the clutch device.

[0025] Such a design of the pivoting device offers the advantage of a very simple, compact and, above all, free of any additional drive energy required device, which is completely self-sufficient and can be operated with little effort.

[0026] In an alternative development, the at least one further drive device for introducing an additional torque into the transmission corresponding at least to the difference in torque to the minimum drive torque can be formed by an electric motor or a manually operated tool driven by external energy for rotating the input of the transmission. In a particularly space-saving design, the input and output of the transmission, as well as the first drive device, are arranged coaxially to the pivot axis.

[0027] In an advantageous embodiment, the interface device is formed by a drawbar extending along a longitudinal axis, having 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 supporting a pivot pin defining a horizontal pivot axis oriented perpendicular to the longitudinal axis. In addition to the first coupling device, the coupling arrangement comprises a further second coupling device for mechanically connecting to a complementarily configured counter-coupling device of another track-guided vehicle, which coupling device is pivotably mounted about the pivot axis in the second end region of the drawbar, wherein at least the first coupling device is connected to the pivot pin in a drive-free manner, and the output of the mechanical transmission is connected at least indirectly, preferably directly, to the pivot pin.

[0028] The term "non-rotatable" or "rotatable" refers in particular to a connection between two components which, when one of the components moves, enables the other to move with it in the same way. Non-rotatable can be achieved through a direct, fixed connection between two components or indirectly via intermediate components. The connections can be force-locking or form-locking. There are numerous options for the design of the individual non-rotatable connection between the pivot pin and the first coupling device. Form-locking connections are advantageously used. These can, in particular, be designed as a key / groove connection or an oil interference fit. It is particularly advantageous if the input and output of the gearbox are arranged coaxially to 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 development, the drive device and the input and output of the gearbox are arranged coaxially with the pivot axis. The advantage is a compact and space-saving design with the shortest transmission paths, a small number of components, and the provision of high torques with minimal installation space requirements.

[0029] In a first variant, the drive device and gearbox can be assembled as separate components or, in an advantageous second variant, they can be stored and assembled as a pre-assembled unit.

[0030] To hold and fix the position of the first coupling device in the coupling plane (first position) and in the pivoted-out position (second position), it is preferably assigned a locking device that 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 pin and prevent it from twisting.

[0031] The individual components of the device for pivoting the first coupling device in and out as needed—first drive device and transmission—can each be separately attached or mounted on the drawbar. According to a particularly advantageous embodiment, at least one individual component—drive device and transmission—is attached or mounted on the drawbar indirectly 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 made simply and directly.

[0032] There are a number of options for arranging the individual components of the device for pivoting in and out as required. This is preferably done coaxially to the pivot axis and, viewed in the direction of this, next to one another. The arrangement can be unilateral, i.e. assigned to one side of the drawbar and thus to one end region of the hinge pin, or on both sides of the drawbar and thus assigned to both ends of the hinge pin. The decisive factor is that the gear is functionally arranged between the first drive device and the hinge pin. The one-sided arrangement offers the advantage of being able to provide pre-assembled components that only need to be connected to the hinge pin and the drawbar.The arrangement of components on both sides offers the advantage of a spatially compact design around the drawbar as well as the possibility of designing an operation from both sides of the drawbar and thus both sides of the carriages carrying it.

[0033] Spatially, the arrangement of at least the gear and preferably additionally the spring device, viewed in the longitudinal direction of the pivot axis, can be arbitrarily made between the drive device and the second end region of the pull rod.

[0034] 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 on the joint arrangement provided in the second end region of the drawbar at an angle to the first coupling device, viewed in the circumferential direction about the pivot axis, or is pivotably mounted on the joint arrangement about a horizontal pivot axis. By providing the further second coupling device in the coupling arrangement, the latter is available at all times and can be moved into the appropriate position - in the coupling plane or a position outside the coupling plane - via the device. Complex manual setup can be eliminated.

[0035] With a rigid linkage or connection of the additional 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 driving the second coupling device is the sum of the moments of inertia of the two coupling devices and the required breakaway torque, particularly in the bearing for the interface device. This must be taken into account when designing the first drive device.

[0036] According to an advantageous implementation 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-shaped Z-cone profile, as well as a coupling lock arranged in the coupling head and interacting with a counter-coupling during coupling. The coupling lock assigned to the coupling head is particularly compatible with a coupling head in a funnel / cone design, such as a 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 sequences.

[0037] In an alternative embodiment, the first coupling device can also be designed with an interchangeable coupling head. In this context, it is particularly suitable for the joint arrangement of the drawbar to have a first joint arm pivotable about a horizontal axis or a coupling shaft region connected to the joint pin in a drivingly fixed manner, to which a coupling head of an automatic coupling is or can be fastened, preferably detachably and / or replaceably. For this purpose, the shaft region connected to the joint pin has an interface region via which a coupling head of an automatic coupling can be interchangeably fastened to it. In this context, it would be conceivable, for example, for the interface region to have at least one shell sleeve arrangement.The interface area basically serves to mechanically connect the shaft area of ​​a first coupling device, which is connected to the joint pin in a detachable manner, to a coupling head, in particular the coupling head of an automatic coupling.

[0038] In particular, this allows for a modular design of the coupling assembly, essentially consisting of the drawbar and a separate coupling head of a first coupling device. Since different coupling heads can be used to form the first coupling device across the interface area, the coupling assembly is suitable for coupling with a variety of couplings of different designs or types. In particular, no change or replacement of the coupling assembly from the drawbar of the shunting vehicle is required, but only two systems need to be provided on the coupling assembly, one of the coupling devices being variably definable with regard to the interchangeable coupling head.The solution according to the invention can therefore be used to fulfil a variety of shunting tasks, making it an extremely flexible system overall.

[0039] Various configurations are possible for the design of the interface area. In particular, it is recommended that the interface area include at least one shell sleeve arrangement. Alternatively or additionally, the interface area can also include at least one locking pin arrangement with at least one locking pin.

[0040] With regard to crash safety, it is also generally advantageous if an energy absorption and / or damping element is integrated into the drawbar of the hybrid coupling to dampen the tensile and / or compressive forces transmitted via the drawbar during ferry operation. The energy absorption and / or damping element is preferably regenerative, for example, in the form of a spring device or a spring assembly. Of course, it is also conceivable to use destructive absorption elements or a combination of destructive and regenerative components.

[0041] Exemplary embodiments of the drawbar or transition coupling according to the invention are described in more detail below with reference to the accompanying drawings.

[0042] The solution according to the invention is explained below with reference to figures.

[0043] Figures 1 a and 1 b show, by way of example, a kinematic diagram of the coupling arrangement according to the invention;

[0044] Figures 2a and 2b show, in a sectional view through the joint plane, advantageous arrangement and connection options of the basic configuration comprising the first drive device and gear according to an embodiment of Figure 1a;

[0045] Figure 3 shows an example of the structure of an advantageously usable cycloidal gear;

[0046] Figures 4a and 4b show a particularly advantageous embodiment of a hybrid clutch in different functional positions;

[0047] Figure 5 shows an example of an advantageous design of the swivel device in a sectional view through the joint axis.

[0048] Figure 1a shows, in a highly simplified schematic representation, the basic structure of a particularly advantageous embodiment of a coupling arrangement 100 according to the invention in the form of a hybrid coupling arrangement. This comprises an interface device 50 for at least indirectly connecting to a rail-bound vehicle. The interface device 50 can be designed, for example, 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 pivotally mounted on the interface device 50 about a horizontal geometric axis A. Furthermore, a second coupling device 30 is provided, which is also pivotally mounted about the geometric axis A. The two coupling devices 20, 30 are designed differently. Particularly for use in freight transport, the first coupling device 20 is preferably designed as a Scharfenberg™ type coupling.This coupling is characterized by a coupling profile in the shape of a funnel and cone and has a coupling closure with a frog and coupling eyelet, which can be brought into operative connection with the coupling closure of a counterpart coupling device of the same design for coupling. The second coupling device 30 is designed, for example, as a screw coupling. Other designs are conceivable.

[0049] 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.

[0050] The drawbar 1 has a first end region 2 on the car body side, viewed in the installed position, via which the drawbar 1 can be connected, preferably detachably, to a car body, in particular a car body of a freight or shunting vehicle or its undercarriage. The connection can be made directly or via further intermediate transmission elements. The direct connection is made, for example, via a spherical bearing. In addition, the drawbar 1 has a second end region 3 opposite the first end region 2. A joint arrangement 4 is provided on this second end region 3 in order to be able to pivot the first coupling device 20, in particular an automatic coupling 21 having a coupling head 22, 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.

[0051] The joint arrangement 4 comprises at least one joint pin 5, which is horizontal when viewed in the installed position of the coupling arrangement 100 on the vehicle and is rotatably mounted in a receiving area 7 of the end area 3 of the drawbar 1, said receiving area having through openings. The end area 3 of the drawbar 1 is fork-shaped for this purpose. Pivoting occurs about the horizontal axis A, which corresponds to the axis of the joint pin 5 and thus the pivot axis GA of the joint arrangement 4. The horizontal coupling plane KE can then be described by the longitudinal axis L of the drawbar 1 and a perpendicular thereto in the horizontal direction, viewed in the installed position on the rail vehicle, in particular the pivot axis GA of the joint pin 5.

[0052] The first coupling device 20 is securely connected to the hinge pin 5 of the joint assembly 4. This can be achieved by integrally constructing the coupling device 20 with the hinge pin 5 or, preferably, by a detachable connection thereto. The secure connection can be frictionally or positively engaged. For example, tongue and groove connections are conceivable.

[0053] Figure 1a shows the first coupling device 20 in the horizontal coupling plane KE. Its position in this plane is designated I-20. In order to pivot it out of or into this plane according to 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 gear 13 with a housing 8, the input 14 of which is connected or connectable to a first drive device 12 for applying a first drive torque, and the output 15 of which is coupled to the pivot pin 5 for applying a torque thereto. According to the first particularly advantageous embodiment, the input 14 and the output 15 as well as the pivot axis GA are arranged coaxially to one another.The first drive device 12 is designed and arranged to introduce a first drive torque into the transmission 13, which is less than the required minimum drive torque for pivoting the first coupling device 20 about the pivot axis counter to the direction of gravity. According to the invention, the first drive device 12 is designed as a preloaded energy storage element connected to the interface device 50 and the input 14 of the transmission 13, the preload of which is dimensioned such that, upon introduction of an additional torque into the transmission 13 corresponding at least to the difference in torque to the minimum drive torque, it triggers the stored energy and releases it 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 with one end region and is connected at least indirectly, preferably directly, to the input 14 of the transmission 13 with the other end region.

[0054] As shown schematically and simplified in Figure 1b, a first drive torque M1 is introduced into the gear 13 via the first drive device 12. However, this is not sufficient to pivot the coupling device 20. The mainspring 41 is in the preloaded position. Only when an additional torque M2 is introduced, which is equal to or greater than the differential torque to achieve the required minimum drive torque for pivoting the first coupling device 20, is the coupling device 20 pivoted into position II-20. The additional torque M2 is advantageously introduced directly at the coupling device 20, in that it functions as a lever arm and thus, in a sense, as an actuating device. The required force introduced at the coupling head can be kept relatively low due to the lever arm.The torque of the mainspring 41 ensures that the coupling device 20 is securely held during pivoting out in all positions between the first and second positions. When pivoting back, the mainspring 41 is retensioned.

[0055] The mainspring 41 for applying a torque is preferably arranged on the pull rod 1 and connected to the gear 13, wherein the connection is detachable, but removal from the pull rod 1 is not provided. I.e. the coupling arrangement 100 is characterized in that the device 6 comprising the drive device 12, in particular the mainspring 41 and the gear 13, is permanently arranged on the pull rod 1, wherein the gear 13 and the drive device 12, in particular the mainspring 41, are either each individually fastened to the pull rod 1 or one of the two components is mounted on the other component and the other component is then fastened to the pull rod 1.

[0056] The gear 13 is designed as a mechanical reduction gear, viewed in the direction of power flow from the input 14 to the output 15. There are a number of options for the design of the gear 13 itself, with the gear shown in Figure 1a being characterized by a coaxial arrangement of input 14 and output 15, thus enabling a particularly space-saving arrangement. In a particularly advantageous embodiment, as shown in an exploded view in Figure 3, this is designed as a cycloidal gear 10, in which cam disks transmit the torque in a rolling manner. This comprises a drive or eccentric shaft acting as input 14, which is either connectable or preferably connected to the drive device 12, in particular mainspring 41, and an output shaft acting as output 15.Furthermore, in the illustrated case, two cam discs 25, 26, a ring 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 arranged fixedly via the ring 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 disc 26, which is coupled to the first cam disc 25 via first rollers 28. Holes are provided in the cam discs 25, 26 and rotate in the opposite direction to the drive shaft. The rollers 28 of the cam disc 26 located behind it and a roller disc 24 arranged behind it engage in these holes.The cam disc 26 thus drives the roller disc 24, to which the output shaft forming the output 15 is also attached, which is coaxial with the drive shaft forming the input 14. Other designs of the gear 13 are conceivable.

[0057] The second coupling device 30 shown in Figure 1a is shown in the position pivoted out of the coupling plane KE, preferably the end position I-30 that is then present in the installed situation. This coupling device is also pivotally mounted about the pivot axis GA. The pivoting can occur either freely, without a forced coupling to the pivoting movement of the first coupling device 20, or with a forced coupling to it.In the latter case, indicated here only by a broken line, the second coupling device 30 is also connected to the pivot pin 5 in a drive-free manner, 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 the coupling plane KE, and when the first coupling device 20 pivots out of the coupling plane KE, it pivots by the same pivot 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 Scharfenberg™ type coupling device characterized by a different design and construction.However, in this design, the minimum torque required to pivot the coupling device 20 out is greater due to the forced engagement of the second coupling device and must be taken into account when designing the mainspring 41.

[0058] If the second coupling device 30 is designed as a screw coupling, the pivoting when coupling to a counter-coupling device takes place by manual actuation, in particular lifting and pivoting about the pivot axis GA.

[0059] The embodiment shown in Figures 1 a and 1 b represents a particularly compact design and arrangement of a device 6 comprising a drive device 6 and a gear 13. In this case, the entire device 6 is arranged coaxially to the pivot axis GA.

[0060] The device 6 with drive device 12, in particular mainspring 41 and gear 13, can be formed as a preassembled unit or from individual components only when attached to the drawbar 1. The arrangement of drive device 12, in particular mainspring 41 and gear 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 by the pivot axis GA and a perpendicular thereto in the vertical direction, and can thus be assigned either to only one end region 5.1 or 5.2 of the hinge pin 5 or to both end regions 5.1 and 5.2.

[0061] Figures 2a and 2b show, by way of example, based on a sectional view through the hinge pin 5 in a view of the front of the coupling arrangement 100, possible arrangements and couplings between the individual components of the device 6 for pivoting at least the first coupling device 20, preferably also the second coupling device 30, in or out as required. Shown in each case is the minimal configuration comprising the gear 13 and drive device 12, in particular the mainspring 41, as well as the end region 3 of the pull rod 1 and the end region 8 of the first coupling device 20, which is rigidly connected to the hinge pin 5. The end region 3 of the pull rod 1 is fork-shaped. The hinge pin 5 extends through the receiving region 7 in the two fork parts extending from the pull rod 1 on both sides to 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, in particular drive springs 41, pre-installed on the drawbar 1.

[0062] Figure 2a shows an embodiment with the device 6 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 assigned to only one end region 5.1 of the hinge pin 5. The drive device 12 and gear 13 are arranged coaxially and coaxially to the hinge pin 5. The gear 13 is preferably fastened with its housing to the end region 3 of the drawbar 1, and the drive device is carried by it. The hinge pin 5 can be designed as a solid profile element. The input 14 of the gear 13 is connected to the drive device 12, the output directly to the hinge pin end protruding from the fork-like end region 3.

[0063] Figure 2b shows a design with the arrangement of drive device 12, in particular mainspring 41 and gear 13, at the end regions 5.1 opposite one another, viewed in the direction of the pivot axis GA.

[0064] 5.2 of the hinge pin 5. For this purpose, the hinge pin 5 is provided with a hollow bore

[0065] 5.3, which enables a connection between the drive device 12, in particular the mainspring 41, and the input 14 of the gear 13 via a connecting element 18 guided through it. The drive device 12 acts directly on the connecting element 18 and is connected via this to the input 14 of the gear 13. The output 15 of the gear 13 is connected to the hinge pin 5. Preferably, the housing 8 of the gear 13 is connected to the pull rod 1, in particular in the fork-like end region 3. The connecting element 18 and the drive device 12, in particular the mainspring 41, can be supported on the pull rod 1 via the gear 13, in particular the housing 8. It is also possible to attach the drive device directly to the pull rod 1.

[0066] Figures 4a and 4b show, for a particularly advantageous first embodiment according to Figure 1a, the various functional positions I, II, and III when pivoting 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 to 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 an adjoining shaft region 31 that is integrally formed therewith or detachably connected, wherein the coupling device 20 is connected to the hinge pin 5 in the shaft region 31 in a fixed manner. The coupling head 22 has a coupling head housing 22.1 and coupling elements 22.2, 22.3 in the form of a protruding funnel and a cone, as well as a coupling closure (not shown) accommodated in the housing, which, upon coupling, interact with a complementary counter-coupling device to establish the mechanical connection. The coupling closure is designed as a rotary closure, with the frog to which a coupling eye is connected so as to be rotatable about a coupling eye axis. The coupling closure can be a one- or two-position closure. The frog can, for example, be mounted so as to be rotatable about a main axis, for which purpose it is mounted on a main bolt and connected to it in a rotationally fixed manner. 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 mouth of the frog of an opposing coupling head in order to mechanically lock the two coupling heads together.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 in their end regions 3. The screw coupling 32 has a threaded rod 33, at the two axial ends of which a coupling element 34 and 35 is provided, preferably screwed on. For this purpose, each coupling element 33, 34 has a screw body which has an internal thread which is screwed onto the external thread of the threaded rod 33. A coupling eye is articulatedly connected to the screw body, which can be pushed or hooked over 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, 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 into a drawbar 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 connected in a rotationally fixed manner to the threaded rod 33 in the axial center of the threaded rod 33 between two sections of the external thread. This lever can be gripped and forms a lever for introducing the torque into the threaded rod 33. The screw coupling 32 is mounted only pivotably about the pivot axis GA and is free from any forced coupling with the movement of the first coupling device 20.

[0067] The screw coupling 32 can also be securely connected to the hinge pin 5 (not shown here). In this case, the connection is realized between the first coupling element 34 and the hinge pin 5. The movement of the second coupling device 30 would then be positively coupled to that of the first coupling device 20.

[0068] Figure 4a 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, can be seen in its first position I-30 pivoted out of the coupling plane KE.

[0069] Figure 4b 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 forced coupling.

[0070] All designs feature a locking device 17, which fixes the position of the first coupling device 20 in the coupling plane KE, but also in the pivoted-out position II-20, relative to the end portion 3 of the drawbar 1. In the simplest case, this can be a locking bolt. The designs according to Figures 4a to 4c also show the connection of the end portion 2 of the drawbar to the car body, for example, via a joint bearing 19.

[0071] Figure 5 shows, in a schematically simplified representation in a sectional view in a plane characterized by the pivot axis GA and a perpendicular thereto, a particularly advantageous compact design 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 reasons of clarity. The first coupling device 20 is pivotally mounted. The mounting is achieved by the rigid connection of the coupling device 20 to a pivot pin 5 pivotally mounted in the draw rod 1. Shown is the guidance and pivotal mounting of the pivot pin 5 about the pivot axis GA in the interface device 50, in particular the draw rod 1.The arrangement of the first drive device 12, in particular the mainspring 41, here two parallel arranged mainsprings 41a, 41b, and the gear 13 takes place at the end regions 5.1, 5.2 of the hinge pin 5, which are opposite one another as viewed in the direction of the pivot axis GA. The hinge pin 5 is provided with a hollow bore 5.3 which enables a connection between the drive device 12, in particular the mainspring 41a, 41b, and the input 14 of the gear 13 via a connecting element 18 guided through the latter. The drive device 12, in particular the mainsprings 41a, 41b, act directly on the connecting element 18 and are connected via this to the input 14 of the gear 13. The first coupling device 20 is connected to the output of the gear 13 at least indirectly, here via the hinge pin 5.The gear 13 is designed as a non-self-locking cycloidal gear 10 with a gear ratio to the low end, preferably with a gear ratio of at least 10:1, preferably in the range from 20:1 to 50:1, particularly preferably in the range from 25:1 to 30:1. The output 15 of the gear 13 is connected to the hinge pin 5. Preferably, the housing 8 of the gear 13 is connected to the pull rod 1, in particular in the fork-like end region 3. In the case shown, the gear 13 does not have a separate housing 8 completely enclosing it, but rather the housing is formed by the interface unit 50 and a cover element 51 that encloses the gear components in the axial and radial direction and is connected to the interface device 50.

[0072] Furthermore, the connecting element 18 is mounted on the side of the drive device 12, in particular the drive springs 41a, 41b, on the interface device 50, in particular the pull rod 1, via a cover element 52. On the arrangement side of the drive device 12, the pull rod 1 has a recess 53 in the area forming the through-opening for receiving the hinge pin 5 for arranging the drive springs 41a, 41b, which is closed by the cover element 52. The pull rod 1 and the cover element 52 thus form the housing for the drive device 12.

[0073] The upward pivoting device, in particular the drive springs 41a and 41b, are designed and preloaded such that, taking into account the gear ratio in the gear box, they apply a torque at the output 15 of the transmission 13 that is less than the required minimum 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 the components to be pivoted. The two drive springs 41a and 41b are preferably designed such that they apply at least a counter-torque to the moment of inertia of the first coupling device 20, preferably a somewhat higher one.The additional torque required for deflection is then determined from the difference in torque to the minimum drive torque and can be introduced via the lever arm defined by the connection of the coupling device 20 to the pivot pin 5 on the output side of the gearbox 13.

[0074] The torque present at the output 15 of the transmission 13 can be determined via the drive springs 41 a, 41 b and, in conjunction with the minimum drive torque, the required torque to be introduced can be determined via the coupling device 20 as a lever arm.

[0075] If the drive torque applied via the drive springs 41 a, 41 b, taking into account the gear ratio at the transmission output 15, is greater than the moment of inertia of the first clutch device 20 and, if applicable, of a further clutch device connected to it in a fixed manner, the additional torque required to achieve the minimum drive torque can be reduced.

[0076] 1 pull rod

[0077] 2 first end area of ​​the pull rod

[0078] 3 second end area of ​​the pull rod

[0079] 4 Joint arrangement

[0080] 5 hinge pins

[0081] 5.1 first end area

[0082] 5.2 second end area

[0083] 6 Device for swiveling the first coupling device in and out as required

[0084] 7 Recording area

[0085] 8 housings

[0086] 9 spur gears

[0087] 10 cycloidal gears

[0088] 12 first drive device

[0089] 13 gearboxes

[0090] 14 Input gearbox

[0091] 15 Gearbox output

[0092] 16 Drive shaft

[0093] 17 Locking device; locking bolt

[0094] 18 Connecting element

[0095] 19 Bearing; joint arrangement

[0096] 20 first coupling device

[0097] 22 coupling head

[0098] 23 Ring disc

[0099] 24 roller disc

[0100] 25 cam disc

[0101] 26 Cam disc

[0102] 27 bolts of the first washer

[0103] 28 first roles

[0104] 29 second rollers 30 second coupling device

[0105] 31 Shaft area

[0106] 32 screw coupling

[0107] 33 threaded rod

[0108] 34 dome element

[0109] 35 dome element

[0110] 41 Mainspring

[0111] 50 Interface setup

[0112] 51 Cover element

[0113] 52 cover element

[0114] 53 recess

[0115] 100 Clutch arrangement, in particular transition or hybrid clutch

[0116] A horizontal geometric axis

[0117] L Longitudinal axis

[0118] GA swivel axis

[0119] KE coupling level

Claims

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 indirect connection to the track-bound vehicle; at least one first coupling device (20) for mechanical connection to a complementarily designed counter-coupling device of another track-guided vehicle, which is pivotable about a horizontal pivot axis (GA), in particular in a receptacle on or in the interface device (50); a device (6) for pivoting at least the first coupling device (20) in or out of a horizontal coupling plane (KE) descriptive by the pivot axis and a perpendicular thereto, characterized inthat the device (6) for pivoting at least the first coupling device (20) in or out as required comprises a non-self-locking gear (13) with a gear ratio that reduces speed when pivoting the connection between the coupling device (20) and the interface device (50). The coupling arrangement (100) according to claim 1, characterized in that the gear (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. The coupling arrangement (100) according to claim 1 or 2, characterized in that the gear (13) is designed in the form of an eccentric gear, in particular an eccentric gear with involute toothing or a cycloidal gear or a stress wave gear. Coupling arrangement (100) according to one of the preceding claims; characterized in that the transmission (13) comprises an input (14) and an output (15) connected at least indirectly, preferably directly, to the coupling device (20) or to the connection between the coupling device (20) and the interface device (50), and the device (6) for pivoting the first coupling device in or out as required comprises at least one first drive device (12) coupled to the input (14) of the transmission (13), wherein the first drive device (12) is designed and arranged, taking into account the transmission ratio of the transmission, to provide a first drive torque (M1) for pivoting the first coupling device about the pivot axis against the direction of gravity, which first drive torque 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 for pivoting the first clutch device is defined by the sum of the moment of inertia of the clutch device (20) and the required breakaway torque. Clutch arrangement (100) according to claim 4, characterized in 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 clutch device (20) to be pivoted. Clutch arrangement (100) according to claim 4 or 5, characterized in that the first drive device (12) comprises a preloaded energy storage element connected to the interface device (50) and the input (14) of the transmission (13), the preload of which is dimensioned such that, upon introduction of a torque at least equal to the difference to the minimum drive torque, corresponding additional torque into the transmission (13) to release the stored energy. Clutch arrangement (100) according to one of claims 4 to 6, characterized in that the first drive device (12) is formed by at least one mainspring (41) designed as a torsion spring, which is connected at least indirectly, preferably directly, to the interface device (50) with one end region and at least indirectly, preferably directly, to the input (14) of the transmission (13) with the other end region. Clutch arrangement (100) according to one of claims 4 to 7, characterized in that the device (6) for pivoting at least the first clutch device (20) in or out as required comprises at least one further drive device for introducing an additional torque into the transmission (13) that corresponds at least to the difference in torque from the minimum drive torque.Clutch arrangement (100) according to claim 8, characterized in that the at least one further drive device for introducing an additional torque corresponding at least to the difference in torque from the minimum drive torque is connected, preferably directly, to the output of the transmission (13). Clutch arrangement (100) according to claim 8 or 9, characterized in that the further drive device for introducing an additional torque corresponding at least to the difference in torque from the minimum drive torque into the transmission (13) is formed by a manually operable lever arm which is coupled to the connection between the clutch device (20) and the interface device (50) and forms an actuation, wherein. Preferably, the lever arm is formed by the first coupling device (20) itself. Coupling arrangement (100) according to one of claims 7 to 9, characterized in that the at least one further drive device for introducing an additional torque into the transmission corresponding at least to the difference in torque to the minimum drive torque is formed by an electric motor or a manually operable tool driven by external energy for rotating the input (14) of the transmission (13). Coupling arrangement (100) according to one of the preceding claims, characterized in that the input (14) and output (15) of the transmission (13) are arranged coaxially to the pivot axis. Coupling arrangement (100) according to one of the preceding claims, characterized 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 car body and a,a second end region (3) opposite the first end region (2) for rotatably supporting a hinge pin describing a horizontal pivot axis (GA) aligned perpendicular to the longitudinal axis, and the coupling arrangement comprises, in addition to the first coupling device, a further second coupling device for mechanically connecting to a complementarily designed counter-coupling device of a further track-guided vehicle, which are pivotally mounted 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 hinge pin in a drive-proof manner and the output of the mechanical transmission is connected at least indirectly, preferably directly, to the hinge pin. Coupling arrangement (100) according to one of the preceding claims, characterized in that the further second coupling device (30) is articulated on the joint arrangement (4) provided in the second end region (3) of the drawbar (1) at an angle to the first coupling device (20) or is pivotally mounted on the joint arrangement (4) about the horizontal pivot axis (GA). Coupling arrangement (100) according to claim 14, characterized in that the further second coupling device (30) is articulated on the joint arrangement (4) provided in the second end region (3) of the drawbar (1) at an angle to the first coupling device (20) in a drivingly fixed manner, and the minimum drive torque for pivoting the first coupling device out of the coupling plane (KE) is determined by the sum of the moments of inertia of the two coupling devices (20, 30) and the required Breakaway torque is defined. Clutch arrangement (100) according to one of the preceding claims, characterized 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 clutch.

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