Coupling assembly, and actuating device for pivoting a coupling assembly, in particular train coupling

Abstract

The invention relates to a coupling assembly (100) for a railborne vehicle, in particular a rail vehicle, comprising a connecting rod (1) which extends along the longitudinal axis and has a first end region (2) and a second end region (3), lying opposite the first end region (2), for rotatably mounting a joint pin which describes a pivot axis (GA) which is horizontal and oriented perpendicularly with respect to the longitudinal axis; at least two coupling devices of different configuration which are mounted pivotably about the pivot axis (GA), an actuating device (6) for pivoting at least the first coupling device (20) as required into or out of a horizontal coupling plane (KE) which can be described by the pivot axis and the longitudinal axis. The invention is characterized in that the actuating device comprises a mechanical gear mechanism with an input for introducing a torque which is applied by a drive device into it and an output which is connected at least indirectly, preferably directly, to the joint pin for applying a torque to the latter, wherein the gear mechanism is configured as a gear mechanism for step-down transmission, in particular a step-down gear mechanism.

Description

[0001] Coupling arrangement and actuating device for pivoting a coupling device, in particular a train coupling

[0002] The present invention generally relates to a coupling arrangement, in particular a hybrid coupling arrangement or also called a transition coupling arrangement, for track-guided vehicles, in particular rail vehicles, having at least one first coupling device with a coupling head that can be moved 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. The invention further relates to an actuating device for pivoting a first coupling device mounted pivotably about a pivot axis on or in a drawbar connectable to a track-guided vehicle.

[0003] 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). For example, the attachment of a transition coupling to the draw hook of a screw coupling is usually done manually, while the coupling process with a center buffer coupling can take place automatically.

[0004] 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 can be accommodated for mechanically connecting the transition coupling to a coupling lock provided in the coupling head of an automatic central buffer coupling. In the coupled state, the end face of the transition 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 transition 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 transition 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.

[0005] 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, which serves to automatically exchange coupling heads of different designs and / or different types in 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.

[0006] Generic systems are characterized by the provision of at least two coupling devices of different designs, which can be pivoted into the coupling plane, i.e., the plane in which the connection to a corresponding mating coupling is made, 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, which are pivotably mounted on the drawbar about a horizontal axis, and an actuating device for pivoting the individual coupling devices into the coupling plane. The actuating device comprises drive rods, one of whose ends is articulated to engage the coupling devices or the connecting parts associated with them.The other ends are guided in a slotted hole in 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 with the aid of the lifting cylinder. This process is analogous if the upper coupling device is desired.The actuating device is located below the pull rod and is relatively complex.

[0007] A 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 pivotally 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 always depends on the installation situation and the structural conditions of the vehicle, is relatively complex and requires the application and transmission of large forces.

[0008] Accordingly, the object of the invention is to provide a coupling arrangement which can be connected to different coupling devices, in particular coupling devices of a first type, such as central buffer couplings on the one hand, mainline or metro couplings or the like with coupling devices of a different type and type, such as screw couplings on the other hand, while minimizing set-up times, so that different shunting tasks can be carried out quickly and safely without the transition coupling and in particular a draw hook module of the transition coupling having to be removed from the draw hook of the screw coupling and an originally carried out height centering is no longer necessary.Furthermore, the effort and force required by the operating personnel during conversion, in particular when pivoting coupling devices, should be kept as low as possible and the risk of accidents caused by unwanted pivoting back should be avoided.

[0009] This object is achieved according to the invention by a clutch arrangement according to claim 1. An actuating device is described in claim 20. Advantageous embodiments are described in the subclaims.

[0010] A coupling arrangement according to the invention for a track-guided vehicle, in particular a rail vehicle, comprising a drawbar extending along a longitudinal axis with a first end region for at least indirect connection to a car body and a second end region opposite the first end region for rotatably supporting a hinge pin describing a horizontal pivot axis oriented perpendicular to the longitudinal axis; at least one first coupling device, preferably two differently designed coupling devices - a first coupling device and a second coupling device - for mechanically connecting to a complementarily designed counter-coupling device of another track-guided vehicle, which are pivotally mounted about the pivot axis in the second end region of the drawbar, wherein the first coupling device is connected to the hinge pin in a drive-proof manner;an actuating device for pivoting at least the first coupling device in or out as required into or out of a horizontal coupling plane defined by the pivot axis and the longitudinal axis; characterized in that the actuating device comprises a mechanical gear with an input for introducing a torque applied by a drive device into the latter and an output connected at least indirectly, preferably directly, to the pivot pin for applying a torque to the latter, the gear being designed with a slow gear ratio between the input and output.

[0011] 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.

[0012] 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 in the same manner. Non-rotatable can be achieved through a direct, fixed connection between two components, their integral construction, or indirectly via intermediate components. The connections can be force-locked or form-locked. 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 be designed, in particular, as keyway / groove connections or oil interference fits.

[0013] An integral design would, for example, be characterized by the formation of the bolt ends directly on the coupling device, whereby from an assembly point of view the pull rod would then have to be designed accordingly.

[0014] A coupling level corresponds in particular to the level in which an interaction with a mechanical counter-coupling device of another rail-guided vehicle, which has the same coupling profile, can take place in order to transmit at least tractive forces.

[0015] The use of a gearbox with a slow gear ratio to transmit the pivoting torque to the pivot pin, in particular the use of a high-reduction gearbox, offers the advantage that only small pivoting torques need to be introduced at the gearbox input, and the pivoting range can be covered relatively sensitively. This means that the force required to pivot the coupling device, in particular the pivot pin with the coupling device fixedly mounted to it, can be kept to a minimum during manual operation. If appropriate drive devices that use auxiliary or external energy are provided, such as electric motors or hydraulic motors, these can be dimensioned accordingly small. A further advantage is the possibility of arranging the actuating device close to the drawbar, thus achieving a very compact design.The solution according to the invention further offers the advantage of providing a coupling arrangement suitable for adapting different coupling systems by pivoting at least the first coupling device out of the coupling plane, while providing the necessary space for introducing and arranging a second coupling device of a different design to the first coupling device in the coupling plane in a very compact design with regard to the required pivoting device. By arranging the actuating device on the drawbar, the coupling arrangement can be used in a wide variety of connection environments, particularly car body designs, without requiring any vehicle-side modifications for the actuating device.The coupling arrangement can be provided as a pre-assembled unit for connecting different coupling systems, including the actuating device, and can be constructed and designed to be very compact.

[0016] In detail, the embodiment according to the invention allows at least the first coupling device, which is preferably designed as an automatic coupling, to be pivoted out of the coupling plane into a plane at an angle to this, and to be pivoted back into the coupling plane while the automatic coupling remains in the coupling arrangement. After pivoting out of the coupling plane, another second coupling device, which is also pivotally mounted about the pivot axis, can then be pivoted into the coupling plane. Depending on the design and structure of the coupling arrangement, the pivoting out can occur upwards or downwards. In particular, if the first coupling device is designed as a coupling device with a funnel-cone coupling profile and twist lock and the second coupling device is designed as a screw coupling, the first coupling device will pivot out upwards.The gear with a slow gear ratio, also referred to as a reduction gear, preferably has a ratio of at least 10, ie 10 to 1 (10 revolutions at the input, one at the output), preferably in the range from 20: 1 to 50: 1, particularly preferably in the range from 25: 1 to 30: 1.

[0017] High-reduction gears with a coaxial input and output arrangement are particularly preferred as reduction gears. These are preferably designed as eccentric gears with involute gearing, cycloidal gears, or strain wave gears, such as Harmonie Drive gears.

[0018] A cycloidal gear is specifically an eccentric gear in which cam discs transmit torque by rolling motion. Other designs include planetary gears, Acbar gears, and cyclogears.

[0019] In a first preferred embodiment, these offer the advantage of a compact design with short transmission paths and thus direct attachment, preferably flange-mounting, to the drawbar. This also offers the advantage of the possibility of arranging the entire actuating device on the drawbar.

[0020] The transmission can also be designed as a planetary gear or spur gear, wherein the design as a spur gear according to a second embodiment allows the eccentric arrangement of the drive device and the pivot axis, which may be useful for certain clutch arrangement configurations under certain circumstances.

[0021] The actuating device includes an input on the gearbox for applying torque via a drive device. The torque can be applied via one or more drive devices, which generate the required moment for pivoting.

[0022] According to a first embodiment, the drive mechanism is connected to the transmission, in particular permanently, and is mounted at least indirectly on the drawbar. In this case, pivoting movements can be performed at any time, and no special preparations are required for the procurement of a drive mechanism.

[0023] According to an advantageous further development of this first embodiment, a first drive device can be designed and arranged to introduce a first drive torque into the transmission, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity. The first for pivoting the

[0024] The drive torque provided to the coupling device is, particularly taking into account the gear ratio of the transmission, smaller 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 an additional torque is then required to apply the breakaway torque in order to pivot the first coupling device. Preferably, the first drive device is then designed and arranged to provide a first drive torque which is equal to or greater than the moment of inertia of the first coupling device to be pivoted, which is particularly advantageous when the additional torque is introduced by manual operation, in particular pivoting via a lever arm or via a hand crank, since the required force input for the additional torque can be kept low.

[0025] For this purpose, in a particularly advantageous embodiment, the first drive device comprises at least one preloaded energy storage element connected to the pull rod and the transmission, in particular to 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 development, 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 pull rod at one end region and is connected 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 drive spring devices arranged parallel to each other. The additional torque, which is described as the differential torque, for triggering the pivoting and breaking free of the drive spring can then be selected to be relatively low, depending on the design of the drive spring. 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.In a particularly advantageous embodiment, this additional drive device for introducing an additional torque into the transmission corresponding at least to the difference in torque from the minimum drive torque is a manually operable lever arm coupled to the connection between the coupling device and the drawbar, in particular the connection between the coupling device and the pivot pin. This lever arm is preferably formed by the coupling device itself. This means that the coupling device functions as a lever arm that can be easily operated manually.

[0026] In a particularly advantageous development of this embodiment, the first drive device is formed by a torsion spring, which is connected at least indirectly, preferably directly, to the interface device at one end portion and at least indirectly, preferably directly, to the input of the transmission at the other end portion. For safety reasons, the required preload force is preferably distributed between at least two drive spring 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 perpendicular to it does not require a complex drive device, but rather uses a simple spring unit that can be tensioned by the operation of the coupling arrangement. This spring unit holds the coupling in the coupling plane in the operating position and only releases it upon introduction of an additional torque, pivoting the first coupling device and using the stored energy to drive the input of the gearbox. Furthermore, when the coupling device is later lowered, the mainspring is rewound, and the energy required for pivoting is automatically stored in it.

[0027] In an alternative second embodiment of the drive device arrangement, only the gear is coupled to the pivot pin and thus, in particular, to the pivotable mounting of the first coupling device. The input is designed for connection to the drive device, but is not necessarily connected; rather, it is freely coupled to it when the drive device is not needed. The drive device can then be connected to the input of the gear as needed. Unintentional or incorrectly triggered pivoting operations are thus reliably prevented. Such drive devices are preferably plug-on, manually operable crank devices or handwheels, or specially designed tools.

[0028] There are numerous options regarding the design of the drive system. In a first embodiment, this can be a drive motor that can be operated with auxiliary or external energy, particularly an electric motor or hydraulic motor. These offer the advantage of high speeds when applying the torque required for pivoting, thus enabling correspondingly rapid pivoting, and can be controlled and operated either manually or automatically.

[0029] The second design of the drive device includes manually operated devices, particularly hand cranks or handwheels. These are easy to operate and require no additional external power supply. These can be directly or indirectly connected to the drawbar or mounted on it, or they can be designed as removable drive devices that can be attached as needed.

[0030] For drive devices that are not captively coupled to the pull rod, these can also be provided by a manually operated tool powered by external energy to rotate the input of the gearbox. In the simplest case, the use of a cordless screwdriver with a suitable attachment is conceivable.

[0031] It is particularly advantageous if the input and output of the gearbox are arranged coaxially with the pivot axis. In this case, a particularly space-saving design is possible in the area of ​​the joint arrangement of the coupling device and drawbar. In a particularly advantageous further 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.

[0032] 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.

[0033] 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.

[0034] In a particularly advantageous development, to prevent unwanted and faulty pivoting back of the first coupling device, the actuating device comprises a direction-dependent, automatically switching clutch arranged between the drive device and the pivot pin, in particular between the drive device and the transmission or the transmission and the pivot pin. This clutch is designed to transmit torque in one direction and, in the event of an overload, to act as a load lock in the opposite direction in order to prevent pivoting back in the opposite direction. This reduces the risk of accidents for the operating personnel, particularly during manual operation, and ensures that the coupling device is securely held even in possible intermediate positions.

[0035] In order to assist pivoting, particularly during manual operation, a spring device is provided for applying an additional force and thus assisting the drive device, which is connected at least indirectly to the pull rod at one end region and at least indirectly to the hinge pin at the other end region. The spring device is preferably designed as a mainspring running in a ring around the hinge pin. The spring device is further designed and arranged such that it is pretensioned in the position of the first coupling device lying in the coupling plane and, upon release of the locking device and actuation of the drive device, in particular when designed as a hand crank, to generate a force in the pivoting direction and thus reduce the force required to be applied to the drive device.

[0036] The individual components of the actuating device—drive mechanism and transmission—and optionally the spring mechanism and / or self-actuating automatic clutch—can each be separately attached or mounted on the drawbar. According to a particularly advantageous embodiment, at least one individual component of the actuating device—drive mechanism and transmission—and optionally the spring mechanism and / or self-actuating automatic clutch—is attached or mounted on the drawbar indirectly via another component of the actuating device. In the case of indirect attachment or mounting, the number of connecting elements is significantly reduced, and the connection between the individual components can be simple and direct.

[0037] There are numerous options for the arrangement of the individual components of the actuating device. This is preferably done coaxially with the pivot axis and, viewed in this direction, side by side. The arrangement can be unilateral, i.e., assigned to one side of the pull rod and thus to one end area of ​​the pivot pin, or on both sides of the pull rod and thus assigned to both ends of the pivot pin. The decisive factor is that, functionally, the gear is located between the drive mechanism and the pivot pin.

[0038] The clutch, which automatically locks in one direction of rotation, can be arranged in a first variant between the drive mechanism and the gearbox, and in a second variant between the gearbox, in particular the output, and the pivot pin. The spring mechanism, in particular the mainspring, is arranged between the pull rod and the pivot pin. Here, too, the arrangement can be between the gearbox housing, which is connected to the pull rod, or the housing of the drive mechanism and the pivot pin.

[0039] The one-sided arrangement offers the advantage of providing pre-assembled components that only need to be connected with the pivot pin and the drawbar. The two-sided arrangement of components offers the advantage of a spatially compact design around the drawbar, as well as the possibility of designing actuation from both sides of the drawbar and thus both sides of the carriages supporting it.

[0040] Spatially, the arrangement of at least the gear mechanism and preferably additionally the spring device and / or the automatically switching clutch acting in one direction of rotation and acting as a load torque lock can be arranged as desired in the longitudinal direction of the pivot axis between the drive device and the second end region of the drawbar.

[0041] According to a particularly advantageous embodiment, the second end portion of the drawbar is fork-shaped, extending on both sides of the longitudinal axis, and the pivot pin is pivotably mounted with its two end portions in the fork-shaped end portion of the drawbar. The components of the actuating device are arranged coaxially to the pivot axis on both sides of the drawbar, with the drive device and the clutch, which operates automatically in one direction of rotation and functions as a load torque lock, preferably being assigned to the same side of the drawbar end portion.

[0042] 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 actuating device. Complex manual setup can be eliminated.

[0043] According to advantageous implementations of the coupling arrangement according to the invention, the first coupling device is an automatic coupling, in particular a Scharfenberg™ type coupling, and the further 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.

[0044] However, other coupling head types or coupling head designs are also possible, such as Wedgelock type coupling heads, BSI type coupling heads, or GF type coupling heads.

[0045] 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 articulated arm pivotable about a horizontal axis or a coupling shaft portion connected to the joint pin in a drive-free manner, to which a coupling head of an automatic coupling is or can be attached, preferably detachably and / or replaceably. For this purpose, the shaft portion connected to the joint pin has an interface portion via which a coupling head of an automatic coupling can be interchangeably attached to it.

[0046] In this context, it would be conceivable, for example, for the interface area to have at least one shell sleeve arrangement. The interface area essentially serves to detachably mechanically connect the shaft area of ​​a first coupling device, which is rigidly connected to the pivot pin, to a coupling head, in particular the coupling head of an automatic coupling.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] The actuating device according to the invention for pivoting a first coupling device pivotable about a pivot axis on a drawbar connectable to a track-bound vehicle comprises at least one drive device for at least indirectly introducing a torque for pivoting the coupling device and a mechanical gear arranged in the power flow between the drive device and the first coupling device, in particular in the connection between the drive device and the pivotable mounting of the first coupling device with a gear ratio to slow down, in particular a reduction gear with a gear ratio of at least 10 i ie 10:1, preferably in the range of 20:1 to 50:1, particularly preferably in the range of 25:1 to 30:1.

[0051] If the first coupling device is mounted in a drive-free manner with a pivot pin that can be pivoted on the drawbar and is connected to it, the transmission is arranged in the power flow, in particular in the connection between the drive device and the pivot pin. According to a particularly advantageous embodiment, the transmission is designed as an eccentric transmission, in particular a cycloidal transmission, whose input is connectable to a drive device and whose output is connected to the pivotable mounting of the first coupling device, in particular the pivot pin.

[0052] Exemplary embodiments of the drawbar or transition coupling according to the invention are described in more detail below with reference to the accompanying drawings.

[0053] They show:

[0054] Figures 1 a and 1 b show a kinematic diagram of the clutch arrangement according to the invention in a first and a second embodiment as a hybrid clutch;

[0055] Figures 2a to 2c show, in a sectional view through the joint plane, advantageous arrangement and connection options for the basic configuration of drive device and gear according to an embodiment of Figure 1a;

[0056] Figures 3a to 3c show a particularly advantageous embodiment of a hybrid clutch in different functional positions;

[0057] Figure 4 shows an example of an advantageous embodiment of a transmission in the form of a reduction gear designed as a cycloidal gear;

[0058] Figure 5 shows an example of a one-way automatic clutch acting as a load torque lock;

[0059] Figure 6 shows a mainspring to support the drive device;

[0060] Figures 7a to 7I show possible arrangements of the individual components of the actuating device relative to the pull rod and joint arrangement.

[0061] In all figures, the same reference numerals are used for identical components. Figure 1a shows a schematic, highly simplified representation of the basic structure of a first particularly advantageous embodiment of a coupling arrangement 100 according to the invention in the form of a hybrid coupling. This comprises a drawbar 1 and at least one first coupling device 20 in the form of an automatic coupling 21, which is mounted on the drawbar 1 so as to be pivotable about a horizontal geometric axis A. Furthermore, a second coupling device 30 is provided, which is also mounted so as to be pivotable 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. The second coupling device 30 is designed as a screw coupling.

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

[0063] The drawbar 1 has a first end 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.

[0064] 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.

[0065] The first coupling device 20 is fixed to the joint bolt

[0066] 5 of the joint assembly 4. This can be achieved by integrally constructing the coupling device 20 with the joint pin 5 or, preferably, by a detachable connection thereto. The fixed connection can be designed as a force-locking or form-locking connection. For example, tongue and groove connections are conceivable.

[0067] Figure 1 a shows the first coupling device 20 in the horizontal coupling plane KE. The 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, an actuating device

[0068] 6 is provided. The actuating device 6 is attached to the pull rod 1, preferably directly, and comprises at least one mechanical gear 13 with a housing 8, whose input 14 is connected or connectable to a drive device 12 for applying a torque, and whose output 15 is coupled to the hinge 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 with one another.

[0069] The drive device 12 for applying a torque is preferably arranged on the drawbar 1 and connected to the gear 13. Although the connection is detachable, a removal of the drive device 12 from the drawbar 1 and a connection intended only temporarily for pivoting are not provided. This means that the coupling arrangement 100 is characterized in that the actuating device 6 comprising the drive device 12 and the gear 13 is permanently arranged on the drawbar 1, with the gear 13 and the drive device 12 either each being individually fastened to the drawbar 1 or one of the two components being mounted on the other component and the other component then being fastened to the drawbar 1.

[0070] 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 4, 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 can be connected to the drive device 12 or is preferably connected, 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 opposite 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.

[0071] 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 then exists in the installed situation. This 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 is also connected to the pivot pin 5 in a drive-free manner, the connection being such that the second coupling device 30, when the first coupling device 20 is pivoted into the coupling plane KE, is pivoted out of this coupling plane KE. When the first coupling device 20 is pivoted 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.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.

[0072] The embodiment shown in Figure 1 a represents a particularly compact design and arrangement of an actuating device 6 comprising a drive device 6 and a gear 13. In this case, the entire actuating device 6 is arranged coaxially to the pivot axis GA.

[0073] The actuating device 6 with drive mechanism 12 and gear 13 can be formed as a pre-assembled unit or from individual components only when attached to the drawbar 1. The arrangement of the drive mechanism 12 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 of a plane that can be described by the pivot axis GA and a perpendicular thereto in the vertical direction, and thus 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.

[0074] In contrast, Figure 1 b illustrates an alternative second embodiment of a coupling arrangement 100 with eccentric arrangement of input 14 and output 15 with regard to the arrangement of input 14 and output 15. The basic structure and the functions of the individual components are otherwise the same as in Figure 1 a.

[0075] The second embodiment of the clutch arrangement 00 is characterized by the eccentric positioning of the drive device 12. Input 14 and output 15 of the transmission 13 are arranged eccentrically to one another. The transmission 13 is designed as a spur gear transmission 9, comprising at least one spur gear stage between input 14 and output 15, wherein the input 14, in the simplest case, is connected to a spur gear acting as a pinion, and the output 15 is connected to a second spur gear. The first and second spur gears mesh with one another, and the second spur gear, coupled to the pivot pin 5, is characterized by a larger diameter than the first spur gear.In order to pivot the first coupling device 20 from the position I-20 in the coupling plane KE into a position I1-20 deflected from this via corresponding positions I11-20 arranged in between, the drive device 12 is actuated and transmits the torque to the gear 13, in particular the input 14. As a result of the reduction, the hinge pin 5 connected to the output 15 of the gear 13 is rotated about the pivot axis GA and, due to the secure connection, causes the coupling device 20 to pivot into the pivoted position II-20. The first coupling device 20 is secured in its position relative to the drawbar 1 in the respective end positions I-20 and II-20 by means of a locking device 17, for example in the form of a locking pin.The locking device 17 preferably engages directly on the hinge pin 5 and fixes it in the respective pivot position I-20 or II-20 of the first coupling device 20.

[0076] The second coupling device 30 can either be pivoted in a forced manner when the first coupling device 20 pivots. In this case, it is also rigidly connected to the pivot pin. Or, particularly when designed as a screw coupling, it can be pivoted separately about the pivot axis GA.

[0077] Figures 2a to 2c show, by way of example, possible arrangements and couplings between the individual components of the actuating device 6 based on a sectional view through the hinge pin 5 in a view of the front side of the coupling arrangement 100. Shown in each case is the minimal configuration comprising the gear 13 and drive device 12, 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 actuating devices 6 with drive devices 12 pre-installed on the pull rod 1.

[0078] Figure 2a shows a design with the actuating 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 pull rod 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 13c is connected to the drive device 12, the output directly to the hinge pin end protruding from the fork-like end region 3.

[0079] Figure 2b shows an embodiment with the drive device 12 and gear 13 arranged 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. For this purpose, the hinge pin 5 is provided with a hollow bore 5.3, which enables a connection between the drive device 12 and the input 14 of the gear 13 via a connecting element 18 guided through the bore. 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 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 .

[0080] Figure 2c shows an embodiment according to Figure 2a with two drive devices 12a, 12b, which are assigned to both sides of the end region 3 of the drawbar 1 and thus to each end region 5.1 and 5.2 of the hinge pin 5. Here, too, the hinge pin 5 has a hollow bore 5.3 through which the coupling of the second drive device 12b, assigned to the second end region 5.2 of the hinge pin 5, is guided. The connecting element 18 provided for this purpose is connected to the input of the gear 13. The first drive device 12a is also connected to the input 14 of the gear 13. This is particularly advantageous when the drive device 12a, 12b is designed as a manually operable handwheel or crank, since it can thus be operated from two sides of the coupling arrangement 100 and thus, when installed on a rail-bound vehicle, from both sides of the vehicle.

[0081] Figures 3a to 3c 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 so as to be rotatable. 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.

[0082] 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 eye can be pushed or hooked onto a corresponding component on the rail vehicle, for example a 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.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.

[0083] Figure 3a 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.

[0084] Figure 3b 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. Due to the lack of forced coupling, the screw coupling 32 remains in the first position I-30, while Figure 3c shows the first coupling device 20 in the fully pivoted-out position II-20 defined by the coupling plane KE and the second coupling device 30 in the pivoted-in position II-30 into the coupling plane KE.

[0085] 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 3a to 3c also show the connection of the end portion 2 of the drawbar to the car body, for example, via a joint bearing 19.

[0086] To achieve easy pivoting and to prevent unwanted backward pivoting, further additional devices are provided in the basic configuration. A first such device functions as a load moment lock and comprises a coupling 36 that automatically blocks at least in one direction. One possible embodiment of this is shown as an exploded view in Figure 5. This comprises, for example, a first coupling element 37 that can be coupled to a driven component and, in the case shown, has actuating pins; a second coupling part 38 that is coupled to the component to be driven; the first and second coupling parts 37, 38, in the case shown, being securely coupled to one another in one direction via a hub element 39; and clamping elements 40 that prevent the coupling part 38 from twisting in the opposite direction under overload.

[0087] Figure 6 shows a device for facilitating actuation, in particular manual actuation when applying the torque. This device comprises an annular spring 41 which has a first end region which is connected to the hinge pin 5 and a second end region which is at least indirectly connected to the pull rod 1. The connection can be made directly to the pull rod 1, in particular the second end region 3, or to a housing of a component of the actuating device 6, in particular housing 8 of the gear 13 or the drive device. Figures 7a to 7I show possible arrangements of the individual components of the actuating device 6 in a view from above of the coupling arrangement 100, ie of the coupling plane KE.Visible is the first coupling device 20 in the form of an automatic coupling 21 of the Scharfenberg™ type with a coupling head 22 and a shaft portion 31, which is securely connected to the joint arrangement 4, in particular to the joint pin 5 of the joint arrangement 4 in the second end portion 3, which is designed as a fork-shaped receiving portion 7 of the drawbar 1, provided on both sides with fork-like elements. The drawbar 1 is coupled to the car body of a rail-bound vehicle in the car body-side end portion 2 via a bearing arrangement 19. The coupling is achieved, for example, via a joint arrangement in a bearing block that can be attached to the car body.Also visible is the actuating device 6, particularly in a preferred embodiment with drive device 12, gear 13 and optionally provided additional components, such as a unilaterally automatically acting clutch 36 designed as a load moment lock and mainspring 41 and their arrangement relative to the pivot axis GA or the hinge pin 5 and the end region 3 of the draw rod 1. In all embodiments, the components drive device 12, gear 13 and optionally provided additional components, such as a unilaterally automatically acting clutch 36 designed as a load moment lock and mainspring 41, are arranged coaxially to one another and coaxially to the pivot axis GA and thus the hinge pin. In the case shown, the drive device 12 is designed, for example, as a manually operable hand crank. This is permanently provided on the draw rod 1.It is also conceivable to design this as a removable device and simply provide the connection for the drive device 12 on the gearbox. The drive device can then be plugged on as needed, or a tool, such as a cordless screwdriver with a suitable attachment, can be used. Alternatively, but not shown here, the drive device 12 can also be pre-installed as a motor, particularly an electric motor, on the pull rod.

[0088] A cycloidal gear 10 is preferably used as the gear 13. Other designs with a coaxial arrangement of input 14 and output 15 are also conceivable. The screw coupling 32 is not visible in this view.

[0089] Figures 7a to 7I serve to illustrate the arrangement of the individual components, drive device 12, gear 13, and optionally provided additional components, such as the unilaterally automatically acting clutch 36 designed as a load moment lock and the mainspring 41, in the direction of the pivot axis GA or relative to the end regions 5.1, 5.2 of the hinge pin 5 mounted in the receiving region 7 in the end region 3 of the draw rod 1. Not shown in detail are the connection of the actuating device 6, in particular of the individual components, drive device 12, gear 13, and optionally provided additional components, such as the unilaterally automatically acting clutch 36 designed as a load moment lock and the mainspring 41, and their fastening or support on the draw rod. Each of the components can be fastened to the draw rod 1 on its own or indirectly to it via fastening to another component and the fastening of this component to the draw rod 1.For example, the housing 8 of the gearbox can be attached to the drawbar 1 and the drive device 12 via this. What is crucial is that the drive device 12 pivots the hinge pin 5 via the gearbox 13, wherein the output of the gearbox 13 is connected at least indirectly, preferably directly, to the hinge pin 5. The connection between the input 14 of the gearbox 13 and the drive device 12 is also made at least indirectly, preferably directly. The unilaterally acting coupling device 36, which functions as a load moment lock, and a spring device 41 to assist the pivoting movement can be arranged in the power flow between the drive device 12 and the hinge pin 5. The load moment lock is functionally preferably arranged between the drive device 12 and the gearbox 13, but can also be arranged downstream of the gearbox 13. The spring device 41 is arranged between the drawbar 1 and the hinge pin 5.

[0090] Figures 7a to 7j show the arrangement of the components drive device 12, gear 13 and optionally provided additional components, such as unilaterally automatically acting clutch 36 designed as a load moment lock and mainspring 41. Figures 7a to 7j show arrangements of the actuating device 6, in particular of the components drive device 12, gear 13 and optionally provided additional components, such as unilaterally automatically acting clutch 36 designed as a load moment lock and mainspring 41 on both sides of the longitudinal axis L and thus assigned to the two end regions 5.1, 5.2 of the hinge pin and on both sides of the end region 3 of the pull rod 1.

[0091] Figure 7a shows the assignment of the drive device 12 and the one-sided automatically acting clutch 36 designed as a load moment lock to the second end region 5.2 of the pivot pin 5, while the remaining components - gear 13 and mainspring 41 - are assigned to the first end region 5.1 and are thus arranged on the side of the end region 3 of the drawbar 1 opposite the longitudinal axis. The one-sided automatically acting clutch 36 designed as a load moment lock is arranged between the drive device 12 and the drawbar 1, viewed in the longitudinal direction of the pivot axis, and the gear 13 is arranged between the mainspring 41 and the end region 3. Figure 7b shows a modification of Figure 7a, wherein the arrangement of the gear 13 and the mainspring 41 is reversed.

[0092] In Figure 7c, the mainspring 41 from Figures 7a and 7b is assigned to the second end region 5.2 of the hinge pin and is arranged between the one-sided automatically acting coupling 36 designed as a load moment lock and the pull rod 1.

[0093] In Figure 7d, the arrangements of gear 13 and mainspring 41 are reversed compared to Figure 7c.

[0094] Figure 7e shows an arrangement according to Figure 7a, but with the assignments to the end regions 5.1 and 5.2 on the pivot pin 5 reversed. Specifically, Figure 7e shows the assignment of the drive device 12 and the one-way, automatically acting clutch 36, designed as a load moment lock, to the first end region 5.1 of the pivot pin 5, while the remaining components—gearbox 13 and mainspring 41—are assigned to the second end region 5.2 and are thus arranged on the side of the end region 3 of the drawbar 1 opposite the longitudinal axis. The one-sided automatic coupling 36, designed as a load moment lock, is arranged between the drive device 12 and the drawbar 1 when viewed in the longitudinal direction of the pivot axis, and the gear 13 is arranged between the mainspring 41 and the end region 3. Figure 7f shows a modification of Figure 7e, wherein the arrangement of the gear 13 and the mainspring 41 at the end region 5.2 of the hinge pin 5 is reversed.

[0095] In Figure 7g, the mainspring 41 from Figures 7e and 7f is assigned to the first end region 5.1 of the hinge pin 5 and is arranged between the one-sided automatically acting coupling 36 designed as a load moment lock and the pull rod 1.

[0096] In Figure 7h, the arrangements of gear 13 and mainspring 41 are reversed compared to Figure 7g.

[0097] Figures 7i to 1 show the arrangement of all components of the actuating device 6, each assigned to one side of the drawbar 1 and thus to an end region of the pivot pin 5. Figures 7i and 7j show the complete actuating device 6 comprising the components drive mechanism 12, gear mechanism 13, and optionally provided additional components, such as the unilaterally automatically acting clutch 36 designed as a load torque lock and mainspring 41 to the end region 5.2 of the pivot pin 5, in the arrangement of drive mechanism 12, clutch 36, and adjoining gear mechanism 13 and mainspring 41 in Figure 7i. In Figure 7j, the arrangement of mainspring 41 and gear mechanism 13 is reversed.

[0098] Figures 7k and I show the designs of the arrangements according to Figures 7i and j, but with assignment to the end area 5.1.

[0099] The invention is not limited to the exemplary embodiments shown in the drawings, but results from a combined consideration of all features disclosed herein. Reference numerals

[0100] 1 pull rod

[0101] 2 first end area of ​​the pull rod

[0102] 3 second end area of ​​the pull rod

[0103] 4 Joint arrangement

[0104] 5 hinge pins

[0105] 5.1 first end area

[0106] 5.2 second end area

[0107] 6 Actuating device

[0108] 7 Recording area

[0109] 8 housings

[0110] 9 spur gears

[0111] 10 cycloidal gears

[0112] 12 Drive device

[0113] 12a Drive device

[0114] 12b Drive device

[0115] 13 gearboxes

[0116] 14 Input gearbox

[0117] 15 Gearbox output

[0118] 16 Drive shaft

[0119] 17 Locking device; locking bolt

[0120] 18 Connecting element

[0121] 19 Bearing; joint arrangement

[0122] 20 first coupling device

[0123] 21 automatic clutch

[0124] 22 coupling head

[0125] 23 Ring disc

[0126] 24 roller disc

[0127] 25 cam disc

[0128] 26 Cam disc 27 Bolt of the first ring disc

[0129] 28 first roles

[0130] 29 second roles

[0131] 30 second coupling device

[0132] 31 Shaft area

[0133] 32 screw coupling

[0134] 33 threaded rod

[0135] 34 dome element

[0136] 35 dome element

[0137] 36 single-acting automatic clutch; load torque lock

[0138] 37 Coupling part

[0139] 38 Coupling part

[0140] 39 Hub

[0141] 40 clamping elements

[0142] 41 Mainspring

[0143] 41.1 End area

[0144] 41.2 End area

[0145] 100 Clutch arrangement, in particular transition or hybrid clutch

[0146] A horizontal geometric axis

[0147] L Longitudinal axis

[0148] GA swivel axis

[0149] KE coupling level

Claims

Patent claims 1. A coupling arrangement (100) for a track-guided vehicle, in particular a rail vehicle, comprising 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 second end region (3) opposite the first end region (2) for rotatably supporting a hinge pin (5) describing a horizontal pivot axis (GA) oriented perpendicular to the longitudinal axis (L); having at least one first coupling device (20), preferably having at least two differently designed coupling devices (20, 30) for mechanically connecting to a complementarily designed counter-coupling device of another track-guided vehicle, which are pivotably mounted about the pivot axis (GA) in the second end region (3) of the drawbar, wherein the first coupling device (20) is connected to the hinge pin (5) in a drive-proof manner;an actuating device (6) for pivoting the first coupling device (20) in or out as required into or out of a horizontal coupling plane (KE) defined by the pivot axis and the longitudinal axis (L); characterized in that the actuating device (6) comprises a mechanical gear (13) with an input for introducing a torque that can be applied or is applied by a drive device (12, 12a, 12b) into the gear and an output connected at least indirectly, preferably directly, to the joint pin (6) for applying a torque to the latter, the gear (13) being designed as a gear with a slow transmission, in particular a reduction gear. Clutch arrangement (100) according to claim 1, characterized in that the gear (13) has a transmission ratio of at least 10 iie 10: 1, preferably in the range from 20: 1 to 50: 1, particularly preferably in the range from 25: 1 to 30:

1. Clutch arrangement (100) according to one of the preceding claims, characterized in that the gear (13) is in the form of an eccentric gear, in particular an eccentric gear with involute toothing or a cycloidal gear or stress wave gear, or the gear is designed as a planetary gear or spur gear. Clutch arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) comprises a drive device (12, 12a, 12b) or several Drive devices which can be connected to the input (14) of the transmission (13) as required or are connected thereto and are at least indirectly fastened to the drawbar. Coupling arrangement (100) according to claim 4, characterized in that the drive device is formed by an electric motor or a manually operable device, in particular a hand crank or handwheel or by a manually operable tool driven by external energy for rotating the input of the transmission. 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, preferably the Drive device (12, 12a, 12b), the input (14) and output (15) of the gear (13) are arranged coaxially to the pivot axis (GA).

7. Coupling arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) comprises a direction-dependent, automatically switching clutch arranged between the drive device (12, 12a, 12b) and the hinge pin (5), in particular between the drive device (12, 12a, 12b) and the gear (13) or the gear (13) and the hinge pin (5), which is designed to transmit torque in one direction and to act as a load lock in the opposite direction in the event of an overload in order to block pivoting back in the opposite direction.

8. Coupling arrangement (100) according to one of the preceding claims, characterized in that the actuating device (6) comprises a spring device for applying an additional force, in particular a drive spring, which is connected at least indirectly to the pull rod in a first end region and at least indirectly to the hinge pin at the other end region.

9. Coupling arrangement (100) according to one of the preceding claims, characterized in that the further second coupling device (30) is articulated in a driving-fixed manner to the joint arrangement (4) provided in the second end region (3) of the drawbar (1), in particular to the joint pin (5) at an angle to the first coupling device (20) or is pivotally mounted on the joint arrangement (4), in particular to the joint pin (5) about the horizontal pivot axis (GA).

10. Clutch arrangement (100) according to one of the preceding claims, characterized in that the first drive device (12) is arranged taking into account the transmission ratio of the transmission in such a way is designed and arranged to provide a first drive torque for pivoting the first coupling device (20), which is connected to the joint pin in a drive-free manner, about the pivot axis against the direction of gravity, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity, wherein the minimum drive torque for pivoting the first coupling device is defined by the sum of the moment of inertia of at least the first coupling device (20) and the breakaway torque and, with the optional provision of further coupling devices connected to the joint pin in a drive-free manner, by the sum of the moments of inertia of all coupling devices and the required breakaway torque.

11. Coupling arrangement (100) according to claim 10, characterized in that the first drive device (12) is designed and arranged in such a way as to a) provide a first drive torque which is greater than the moment of inertia of the first coupling device (20) to be pivoted when only a fixed connection is made between the first coupling device (20) and the hinge pin, or b) provide a first drive torque which is greater than the moment of inertia of all the coupling devices (20) to be pivoted when at least one further second coupling device (30) is connected to the hinge pin (5) at an angle to the first coupling device (20) in a fixed connection.

12. Coupling arrangement (100) according to claim 10 or 11, characterized in that the first drive device (12) comprises at least one drive element connected to the pull rod and the input (14) of the Gearbox (13) connected prestressed energy storage element, the prestress of which is dimensioned such that when an additional torque corresponding at least to the difference torque to the minimum drive torque is introduced into the gearbox (13), the stored energy is released, in particular the first drive device (12) is formed by at least one drive spring (41) designed as a torsion spring, which is connected at least indirectly, preferably directly, to the pull rod (1) with one end region and is connected at least indirectly, preferably directly, to the input (14) of the gearbox (13) with the other end region.Clutch arrangement (100) according to one of claims 10 to 12, characterized in that the actuating 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 to the minimum drive torque, wherein the further drive device for introducing an additional torque that corresponds at least to the difference in torque to the minimum drive torque is connected at least indirectly, preferably directly, to the output of the transmission.Coupling arrangement (100) according to claim 13, characterized in that the further drive device for introducing an additional torque into the transmission (13) corresponding at least to the difference torque to the minimum drive torque is formed by a manually operable lever arm which is coupled to the connection between the coupling device (20) and the pull rod (1) and forms an actuation, wherein the lever arm is preferably formed by the first coupling device (20) itself. Coupling arrangement (100) according to one of the preceding claims, characterized in that the individual components of the actuating device (6) - drive device (12, 12a, 12b) and transmission (13) - and optionally spring device and / or self-actuating automatic clutch are each separately fastened or mounted on the drawbar (1). Coupling arrangement (100) according to one of the preceding claims, characterized in that at least one individual component of the components of the actuating device (6) - drive device (12, 12a, 12b) and transmission (13) - and optionally spring device and / or self-actuating automatic clutch is fastened or mounted on the drawbar (1) indirectly via another component of the actuating device (6).Coupling arrangement (100) according to one of the preceding claims, characterized in that the second end region (3) of the drawbar (1) is fork-shaped, extending on both sides of the longitudinal axis (L), and the hinge pin (5) is pivotally mounted with its two end regions in the fork-shaped end region of the drawbar (1), and all components of the actuating device are assigned to an end region of the hinge pin (5) coaxially to the pivot axis (GA). Coupling arrangement (100) according to one of the preceding claims, characterized in that, viewed in the direction of the pivot axis, at least the gear (13) and preferably additionally the spring device and / or the clutch acting automatically in one direction of rotation and functioning as a load torque lock are arranged between the drive device (12, 12a, 12b) and the second end region of the drawbar, wherein the components can be arranged as desired in the longitudinal direction of the pivot axis.Coupling arrangement (100) according to one of claims 1 to 16, characterized in that the second end region of the drawbar (1) is designed in a fork-like manner extending on both sides of the longitudinal axis and the hinge pin (5) is pivotally mounted with its two end regions in the fork-like end region of the drawbar and the components of the actuating device (6) are arranged coaxially to the pivot axis on both sides of the drawbar (1), wherein preferably the drive device (12, 12a, 12b) and the optionally provideable clutch which is effective in one direction of rotation and acts as a load moment lock are assigned to the same side of the end region of the drawbar (1).Coupling arrangement (100) according to one of the preceding claims, characterized in that the first coupling device is an automatic coupling, in particular a coupling with a funnel-cone coupling profile and a Scharfenberg™ type twist lock, and the further second coupling device (30) is designed as a screw coupling. Actuating device (6) for pivoting a first coupling device (20) which is mounted pivotably about a pivot axis on a drawbar (1) which can be connected to a track-bound vehicle, comprising at least one drive device (12) for at least indirectly introducing a torque for pivoting the first coupling device (20), and a force flow between the drive device (12) and the first. Coupling device (20), in particular a mechanical gear (13) with a slow-speed transmission, in particular a reduction gear with a transmission ratio of at least 10, which can be arranged in the connection between the drive device (12) and the pivotable mounting of the first coupling device (20). i ie 10: 1, preferably in the range from 20: 1 to 50: 1, particularly preferably in the range from 25: 1 to 30:

1. Actuating device (6) according to claim 20, characterized in that the gear is designed as an eccentric gear, in particular a cycloidal gear.

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