Actuator unit and coupling system and rail vehicle unit with such an actuator unit

Abstract

The present invention relates to an actuator unit (90) for actuating an activation mechanism (30L, 30R), in particular a uncoupling activation mechanism (30L, 30R) of a coupling system (1, 1', 1") for a rail vehicle unit (2), comprising: an actuating element (91) for performing an actuating movement (91c) and a transmission element (92) which is operationally connected to the actuating element (91) or is part of the actuating element (91), wherein the transmission element (92) is rotatably mounted about a joint connection (92b) so that the transmission element (92) can be rotated via the joint connection (92b) by performing the actuating movement (91c), wherein the actuator unit (90) further comprises a control cam (93) and a torque mechanism (94), wherein the control cam (93) is arranged between the transmission element (92) and the torque mechanism (94) and is designed to is configuredto move the torque mechanism (94) at least sectionally in at least one direction via the rotational movement of the transmission element (92), so that the torque to be applied to the rotational movement of the transmission element (92) can be changed via the movement of the torque mechanism (94).

Description

[0001] The present invention relates to an actuator unit for actuating an activation mechanism, a coupling system for a rail vehicle unit and a rail vehicle unit with such an actuator unit, as well as a method for uncoupling two rail vehicle units.

[0002] Rail vehicle units, such as wagons, but also locomotives or multiple units, can be combined to form different train sets for various applications. For this purpose, the respective rail vehicle units are coupled together using coupling systems and uncoupled again after use. A Scharfenberg coupler, for example, can be used as a coupling.

[0003] However, with the couplings used, manual operation is often required for uncoupling and / or preventing re-coupling. The force required for uncoupling is not constant. For example, the uncoupling force can vary by approximately 50% with a Scharfenberg coupling. Particularly high forces are required at the end of the uncoupling process. This variation in the forces required to actuate an activation mechanism, such as the aforementioned uncoupling activation mechanism for a Scharfenberg coupling, can lead to undesirably high activation or uncoupling forces in the long term. It can also create significant demands on the forces required in at least partially automated systems.

[0004] The object of the present invention is to be able to influence the required force level for actuating an activation mechanism, in particular to reduce it, preferably to a force of less than 250 N, and to limit changes in the force level.

[0005] The problem is solved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0006] According to the invention, an actuator unit for actuating an activation mechanism, in particular a decoupling activation mechanism of a coupling system for a rail vehicle unit, comprises an actuating element for performing an actuating movement and a transmission element that is operationally connected to the actuating element or is part of the actuating element. The transmission element is rotatably mounted about a joint connection, so that the transmission element can be rotated via the joint connection by performing the actuating movement. The actuator unit further comprises a control cam and a torque mechanism.The control cam is arranged between the transmission element and the torque mechanism and is configured to move the torque mechanism at least sectionally in at least one direction via the rotational movement of the transmission element, so that the torque to be applied to the rotational movement of the transmission element can be changed via the movement of the torque mechanism.

[0007] The basic concept of the invention is explained below using an example of a coupling system for a rail vehicle unit, as will be described later as a preferred application. For example, the activation mechanism is a decoupling activation mechanism with at least one decoupling activation piston, which is moved by the actuating element to effect uncoupling. For this purpose, the actuating element can be designed as a lever, one end of which can be actuated by an operator, while at the other end of the lever the transmission element is rigidly connected to or formed by the lever. The transmission element is rotatably mounted about a pivot joint so that it can be moved about a corresponding axis of rotation by actuating the lever.

[0008] Alternatively, the actuation of the actuating element can also be transmitted to the transmission element in another way, for example via intermediate elements, so that the latter performs the corresponding rotary movement.

[0009] The rotary motion of the transmission element moves the uncoupling activation cylinder, as in this example. The force required, based on the torque around the axis of rotation, increases with increasing angle of rotation. To limit the force required for actuation via the actuating element, or in this case the lever, and to keep it at a level that is as constant as possible, the actuator unit incorporates the control cam and the torque mechanism.

[0010] The torque mechanism, in conjunction with the control cam, serves to apply an additional torque to the transmission element, at least in certain sections. This additional torque alters the resulting torque depending on the angle of rotation relative to the torque around the transmission element's axis of rotation, i.e., it can increase or decrease it. Thus, the force applied can be precisely controlled via the angle of rotation.

[0011] The torque mechanism, in conjunction with the control cam, is thus a mechanism for adjusting the resulting torque. Accordingly, the torque mechanism can also be understood or described as a torque adjustment mechanism or, depending on the type of influence, as a torque compensation mechanism.

[0012] The control cam is positioned between the transmission element and the torque mechanism in such a way that the rotational movement of the transmission element moves the control cam, thus operationally connecting the transmission element to the control cam for motion transmission. This connection can be direct, for example via a positive fit and / or frictional connection, or indirect via intermediate elements. Furthermore, the control cam is operationally connected to the torque mechanism in a similar manner to move the torque mechanism, at least partially, in at least one direction. For this purpose, the torque mechanism can bear against a surface of the control cam, in which case the movement of the control cam initiated by the transmission element results in a relative movement with respect to the torque mechanism.The torque mechanism, for example, is stationary and comprises a lifting element that is movable by the control cam in a direction perpendicular to the mounting surface of the torque mechanism. The lifting element can then be raised and / or lowered by the movement of the control cam, depending on the geometry of the control cam. Raising the lifting element, simply due to its weight, increases the torque of the control cam, which is then transmitted to the transmission element. Thus, the overall resulting torque is increased. Conversely, lowering the lifting element reduces the resulting torque. The torque mechanism with a lifting element can, for example, be designed similarly to a cylinder with a piston that is movable along a longitudinal axis.Thus, the resulting torque can be specifically influenced via the angle of rotation and therefore the force required to actuate the activation mechanism by the force of the torque mechanism acting on the control cam in conjunction with the control cam geometry.

[0013] It should be noted as a precaution that the term control cam refers to an element or assembly which, according to its geometry, acts as a control surface and causes a controlled movement of the torque mechanism or a component of the rotary mechanism, such as the lifting element, corresponding to the geometry, when the control cam is moved relative to the torque mechanism.

[0014] The geometry of the control cam or the contact surface of the control cam for the torque mechanism, or an intermediate element connected to the torque mechanism, determines the maximum amount of movement of the torque mechanism and the movement pattern across the rotation angle of the transmission element. The geometry of the contact surface can be straight, at least in sections, or it can have a curved profile.

[0015] In one embodiment, the torque mechanism has a preload element, in particular a spring element, preferably a compression spring, whose preload acts in the direction of the control cam.

[0016] The preload element allows an additional force to be applied to the control cam, supplementing the force exerted by gravity. The influence of the torque mechanism on the resulting torque can be precisely adjusted by means of the preload force acting towards the control cam, without, for example, having to increase the weight of the lifting element itself. The preload element can be a compression spring designed as a coil spring, which, as in the example lifting element, is positioned between the lifting element and a stop of the torque mechanism, pressing the lifting element towards the contact surface of the control cam.

[0017] Depending on the preload element, the geometry of the contact surface of the control cam can be straight or have a curved profile, for example, to generate a straight or deviating force profile of the force acting on the control cam when a compression spring as a preload element is compressed as a result of a stroke movement.

[0018] In particular, the torque mechanism has an adjustment mechanism by which the preload can be adjusted in the direction of the control cam.

[0019] The adjustment mechanism can be a mechanism that, for example, includes a screwable pin that engages the exemplary stop above and moves it towards the preload element to increase the preload force, or away from it to decrease the preload force, depending on the screw-in depth.

[0020] In one embodiment, the torque mechanism has a sliding element, in particular a rolling body, along which the control cam can be moved.

[0021] The sliding element ensures that the relative movement between the control cam and the torque mechanism can occur without significant friction. Consequently, deflection forces acting on the torque mechanism or parts thereof in the direction of the relative movement can be reduced. In other words, the control cam thus preferentially acts only in the direction of a stroke. Besides reducing forces, this also has a beneficial effect on wear. In particular, the torque contribution to the resulting torque can be derived essentially from the weight force or preload force.

[0022] The term "sliding body" is not limited to bodies with purely sliding properties in the sense of minimized friction, but also includes bodies that, for example, roll on the contact surface of the control cam during relative movement, such as a rolling element. The rolling element can be designed, for example, as a roller or ball bearing, with the axis of rotation of the corresponding bearing running parallel to the contact surface of the control cam and perpendicular to the direction of the relative movement. The rolling element can also consist simply of a rotatably mounted ball, such as a ball roller. The term "sliding body" can therefore encompass bodies with sliding and / or rolling properties.

[0023] In one embodiment, the control cam has at least a positive torque magnitude section, which is designed such that the torque mechanism is moved in the opposite direction to a force acting on the control cam by the torque mechanism, and a negative torque magnitude section, which is designed such that the torque mechanism is moved in the same direction as a force acting on the control cam by the torque mechanism.

[0024] The positive torque magnitude section refers to a section of the control cam that has a geometry whereby the movement of the control cam in an actuation direction of the transmission element occurs over a rotational angle, resulting in comparatively low torques relative to the torque of the transmission element itself, against the force acting on the control cam by the torque mechanism. The torque of the control cam acts in the same direction as the torque of the transmission element, thus increasing the resulting torque.

[0025] Conversely, the negative torque magnitude section refers to a section of the control cam that has a geometry whereby the movement of the control cam in an actuation direction of the transmission element over a rotational angle results in comparatively high torques of the transmission element itself, thereby assisting the force exerted on the control cam by the torque mechanism. The torque of the control cam acts in the opposite direction to the torque of the transmission element, thus reducing the resulting torque.

[0026] Accordingly, the term positive torque magnitude section refers to a section that causes an increase in the resulting torque according to a positive torque magnitude by the torque mechanism, and the term negative torque magnitude section refers to a section that causes a reduction in the resulting torque according to a negative torque magnitude by the torque mechanism.

[0027] Assuming that, as in the example of the clutch system, the torque of the transmission element itself increases with increasing angle of rotation, a positive torque magnitude section can be provided in an initial phase of actuation, followed by a negative torque magnitude section in a later phase. Thus, while the required actuation force is higher at the beginning of the actuation compared to an actuator unit without a control cam and torque mechanism, a reduction in the actuation force can be achieved in a later phase. In particular, this allows the required actuation force to be kept almost constant or at least within a predetermined range.

[0028] Ultimately, it is also possible to reduce at least the required actuation force simply by using a negative torque magnitude section.

[0029] In particular, the control cam has a neutral torque section between the positive torque magnitude section and the negative torque magnitude section, which is designed such that in the neutral torque magnitude section, when the control cam is moved, there is essentially no movement of the torque mechanism.

[0030] In this neutral torque magnitude section, the force acting on the control cam is essentially kept constant. The term "neutral" thus refers to a torque magnitude section in which a torque magnitude is present but does not change. In this geometric section of the control cam's contact surface, the torque mechanism therefore makes no change in force contribution, and thus no change in torque contribution, compared to the positive or negative torque magnitude sections. The neutral torque magnitude section can, for example, be formed by a geometry of the control cam's contact surface that extends with a longitudinal extent across the neutral torque magnitude section that is essentially perpendicular to the longitudinal axis of the exemplary lifting element.If the longitudinal axis of the lifting element points, for example, in a vertical direction, the geometry of the contact surface of the control cam extends essentially horizontally during translational movement of the control cam in the neutral torque magnitude section. During rotational movement of the control cam, the geometry of the contact surface of the control cam in the neutral torque magnitude section is essentially a circular segment with a constant radius.

[0031] In one embodiment, the control cam is designed as at least one cam which is rotatably mounted around a joint connection.

[0032] The cam has a cross-section that is not circularly symmetrical with respect to its axis of rotation. The circumferential surface of this non-circularly symmetrical cross-section serves as the control cam geometry.

[0033] The cam can, for example, have an approximately oval cross-sectional shape, being fixedly mounted on a rotatably supported shaft. The shaft can be located in the narrower section of the approximately oval cam, while the circumferential surface of the wider section serves as the contact surface for the control cam. Starting from a predetermined initial point on the circumferential surface of the wider section, corresponding to the cam's position when the actuating element for the activation mechanism is not yet engaged, the contact surface extends with an increasing radius relative to the axis of rotation. The predetermined initial point can coincide with the contact point of the torque mechanism and any related intermediate element. The path of the contact surface refers to the contact surface that is moved towards the torque mechanism by the rotational movement of the transmission element.The section with increasing radius corresponds to the positive torque magnitude section. This positive torque magnitude section is followed by a neutral torque magnitude section with a substantially constant radius. This is then followed by a negative torque magnitude section, which again has a decreasing radius. The positive, neutral, and negative torque magnitude sections can have different lengths in the direction of rotation. For example, the positive torque magnitude section can be shorter than the negative torque magnitude section to increase the positive torque contribution to a specific maximum value in a shorter time or over a smaller angle of rotation. Furthermore, a faster increase in radius in the positive torque magnitude section compared to the decrease in radius in the negative torque magnitude section can also be implemented for this purpose.

[0034] Alternatively or additionally to using a cam with multiple torque measurement sections, several cams with different cross-sectional geometries and / or disks with circular cross-sections, each with a different radii, can be arranged one behind the other on the shaft in the axial direction. The torque measurement can then be adjusted by moving the shaft in the axial direction and thus changing the engagement of the respective cam or disk with a circular cross-section.

[0035] Alternatively, the rotational movement of the transmission element can be transferred to the control cam in such a way that the control cam does not rotate around an axis of rotation, but moves translationally. In such a case, the geometry of the control cam, or its contact surface, can correspond to a projection of the geometry of at least one cam. For example, the contact surface of the control cam can have a ramped profile. The positive torque magnitude section can then be formed by an ascending ramp segment. The neutral torque magnitude section, in this respect, has a segment with a constant height relative to a contact point of the torque mechanism or a related intermediate element. The neutral torque magnitude section can then be followed by a negative torque magnitude section as a descending ramp.

[0036] In one embodiment, the axis of rotation of the control cam extends essentially parallel to the axis of rotation of the transmission element.

[0037] The rotation of the transmission element can thus be easily transferred to the control cam, so that the latter can rotate along with the transmission element. The control cam and the transmission element preferably lie in the same plane.

[0038] In one embodiment, the transmission element and the control cam each have at least one toothed section via which the movement of the transmission element can be transferred to the control cam, and vice versa.

[0039] The rotational movement of the transmission element can, for example, be directly transferred to the control cam if the respective gear sections are at least partially engaged. It can also be provided that the transmission element has a section without teeth between two gear sections, so that the control cam is not initially moved further over such a section without teeth. This then corresponds to a neutral torque section on the transmission element. In such a configuration, the control cam can then be held in its current position over the section without teeth by appropriate means, such as a backstop or the like.

[0040] The gear teeth can also be indirectly connected via intermediate elements, such as gear teeth, to set a specific gear ratio, for example. Multiple or switchable gear stages can also be provided. By engaging different gear stages, the gear ratio can be adjusted.

[0041] With regard to the description of the positive and negative torque sections, the gear section of the transmission element can be understood as the drive for the movement of the control cam in the positive torque magnitude section, while in the negative torque magnitude section the control cam can be understood as the drive or drive support for the transmission element.

[0042] The gear section of the control cam is preferably arranged on the rotating surface around the axis of rotation. In particular, the gear section can be arranged on the rotating surface next to the contact surface for the torque mechanism or a corresponding intermediate element. Alternatively or additionally, the gear section on the rotating surface can also be provided in at least one section that does not serve as a contact surface for the torque mechanism or a corresponding intermediate element.

[0043] In one embodiment, the transmission element and the control cam are connected to each other via a belt drive.

[0044] Similar to the gear sections, the belt drive can be designed as a direct connection between the transmission element and the control cam, or as an indirect connection via intermediate elements. The belt drive can also serve as an intermediate element connecting the gear sections. Conversely, gear teeth can also act as intermediate elements.

[0045] In a further aspect, the present invention relates to a coupling system for a rail vehicle unit. The coupling system comprises a coupling unit with at least one coupling element movable between a coupling position and an uncoupling position, and an uncoupling mechanism with an uncoupling actuating element that is operatively connected to the coupling element and is movable between a rest position and an actuating position in which the coupling element has been moved into the uncoupling position by the uncoupling actuating element. The coupling system comprises at least one uncoupling activation mechanism that is operatively connected to the uncoupling actuating element, wherein the at least one uncoupling activation mechanism is configured to move the uncoupling actuating element into the actuating position when it is actuated to uncouple.The coupling system includes at least one actuator unit as described above for actuating the uncoupling activation mechanism.

[0046] The coupling unit is, for example, a Scharfenberg coupling with a hook disc and a main bolt as the coupling element, which can perform a rotational movement to move from a coupling position to an uncoupling position and vice versa. The term "hook disc" is also commonly used in the description of Scharfenberg couplings and is often referred to as the "heart" or "centerpiece." In this exemplary embodiment, the uncoupling actuation element can be directly connected to the coupling element or at least connectable to the coupling element in an actuation position.Alternatively, the uncoupling actuator can be connected to another component of the coupling system, or at least be connectable to the coupling element in an actuating position. In this case, when the uncoupling actuator moves into the actuating position, this other component causes the coupling element to move into the uncoupling position. In other words, the operational connectability of the uncoupling actuator to the coupling element involves a direct or indirect connection that causes the coupling element to move into the uncoupling position. This connection need not be a physical connection; it can also be an operative connection, such as the release of a spring force that can be converted into movement of the coupling element.The term "connectability" refers to the fact that the movement of the uncoupling actuator from its rest position to its actuated position includes an initial segment of movement in which no operative connection is yet established. For example, the uncoupling actuator may be able to move a certain distance from its rest position towards the actuated position before an operative connection is established that transmits motion to the coupling element. This prevents minor movements of the uncoupling actuator from triggering an unintended uncoupling process.

[0047] In one embodiment, the transmission element is operationally connected to the uncoupling activation mechanism. In particular, the uncoupling activation mechanism is designed as at least one uncoupling activation cylinder, and the transmission element is operationally connected to a uncoupling activation piston of the at least one uncoupling activation cylinder.

[0048] In one embodiment, the uncoupling actuation element is hydraulically controllable via a hydraulic line operationally connected to the uncoupling mechanism, wherein the at least one uncoupling activation mechanism is operationally connected to the uncoupling actuation element via the hydraulic line. A buffer position switching mechanism is arranged in the hydraulic line between the uncoupling mechanism and the at least one uncoupling activation mechanism. The buffer position switching mechanism is configured to lock and unlock the connection between the uncoupling mechanism and the at least one uncoupling activation mechanism, wherein a lock corresponds to a buffer position of the coupling element in which the coupling element is held in the uncoupling position.

[0049] The hydraulic controllability of the decoupling actuator refers to its movement depending on hydraulic pressure. The controllability of the decoupling actuator is therefore independent of the availability of pneumatic pressure or corresponding supply lines.

[0050] Furthermore, by maintaining hydraulic pressure that holds the uncoupling actuator in the actuated position, the coupling element can also be held in the uncoupled position. Thus, not only can a uncoupling process be carried out, but re-engagement can also be prevented. Holding the uncoupling actuator in the actuated position is equivalent to blocking the uncoupling actuator and consequently holding the coupling element in a buffer position.

[0051] The hydraulic controllability of the uncoupling actuator allows for its activation even at locations further away from the coupling unit, while keeping the actuation forces comparatively low compared to mechanical actuation via a cable or similar mechanism. This makes it possible, for example, to easily relocate the actuation point away from the area between two rail vehicle units while maintaining tolerable actuation forces.

[0052] For example, the decoupling mechanism consists of a hydraulic cylinder with a piston as the decoupling actuator. The piston can be pre-tensioned by a spring mechanism between a piston surface, from which a piston rod protrudes, and a cylinder wall opposite this piston surface, in the direction of its rest position. When hydraulic pressure is applied to the piston surface opposite the piston surface from which the piston rod protrudes, the piston can be moved into the actuated position against the spring force of the spring mechanism. The decoupling actuator is held in the actuated position as long as the hydraulic pressure is greater than the acting spring force.

[0053] The decoupling activation mechanism is the mechanism by which hydraulic fluid is supplied to the decoupling mechanism via the hydraulic line in order to move the decoupling actuating element into the decoupling position and hold it there as long as the hydraulic pressure is maintained.

[0054] The buffer position switching mechanism can, for example, be a 2 / 2-way valve. In When the 2 / 2-way valve is in a closed position, the buffer position switching mechanism interrupts (i.e., locks) the hydraulic connection between the uncoupling mechanism and the at least one uncoupling activation mechanism. This allows the hydraulic pressure to be maintained to hold the uncoupling actuator in the actuated position, independent of the uncoupling activation mechanism. When the 2 / 2-way valve moves to an open position, re-establishing the hydraulic connection between the uncoupling mechanism and the at least one uncoupling activation mechanism, the buffer position of the uncoupling actuator can be released by pressure relief of the uncoupling actuator via the uncoupling activation mechanism.

[0055] In one embodiment, the coupling system has at least one buffer position activation mechanism and / or one buffer position deactivation mechanism, via which the buffer position switching mechanism can be controlled.

[0056] The buffer position activation mechanism allows, for example, the exemplary 2 / 2-way valve to be moved into the closed position, while the buffer position deactivation mechanism allows it to be moved into the open position. Thus, the buffer position mechanism can be controlled by two separate mechanisms. In particular, this allows the buffer position mechanism to be controlled from different locations.

[0057] In one embodiment, the coupling system has at least one electrical uncoupling unit which is operationally connected to the uncoupling actuating element via the hydraulic line and is configured to move the uncoupling actuating element into the actuating position when the electrical uncoupling unit is actuated for uncoupling.

[0058] The electric uncoupling unit can be provided as an alternative or supplement to the uncoupling activation mechanism and / or the buffer position switching mechanism. For example, the uncoupling activation mechanism and / or the buffer position switching mechanism can be provided for manual actuation from an external location on the rail vehicle unit, while the electric uncoupling unit allows control from inside the rail vehicle unit or from a central rail vehicle-side or trackside control device or operating unit. The electric uncoupling unit is configured such that, upon activation of at least one electrical unit, hydraulic pressure is built up, which allows the uncoupling actuation element to be moved into the actuation position and / or held in the actuation position.

[0059] In one embodiment, the electrical uncoupling unit has at least one electrically controlled hydraulic pump and at least one switching mechanism arranged between the electrically controlled hydraulic pump and the uncoupling mechanism.

[0060] Hydraulic fluid can be introduced into the hydraulic line via the hydraulic pump, whereby the further flow of the hydraulic fluid can be controlled via at least one switching mechanism.

[0061] In one embodiment, the switching mechanism has at least two switching positions to lock and open the connection between the electrically controlled hydraulic pump and the decoupling mechanism via the hydraulic line.

[0062] Similar to the previous description of the buffer position switching mechanism, the switching mechanism of the electric decoupling unit can, for example, be a 2 / 2-way valve. In the open position of the 2 / 2-way valve, for example, when the electric pump is activated, hydraulic fluid is supplied to the decoupling mechanism via the hydraulic line, thus moving the decoupling actuator into the actuating position. To hold the decoupling actuator in the actuating position, the 2 / 2-way valve can then be switched to the closed position.

[0063] In particular, the switching mechanism has at least three switching positions in order to maintain the hydraulic pressure acting on the uncoupling actuating element in a first locking position and to drain hydraulic fluid from the uncoupling mechanism in a second locking position.

[0064] For example, the switching mechanism is a 3 / 3-way valve. The first closed position corresponds to the closed position described above, in which the decoupling actuator can be held in the actuating position. The first closed position blocks the connection of the hydraulic line from the decoupling mechanism via the switching mechanism. The second closed position blocks the connection between the decoupling mechanism and the electric pump, but a connection is created between the decoupling mechanism and a drain to allow hydraulic fluid to escape. The open position of the switching mechanism thus opens the connection between the electric hydraulic pump and the decoupling mechanism.

[0065] In one embodiment, the at least one uncoupling activation mechanism, the at least one buffer position activation mechanism and / or the at least one buffer position deactivation mechanism is a hydraulic cylinder with a corresponding piston or has such a hydraulic cylinder with the corresponding piston.

[0066] The uncoupling activation mechanism can therefore be designed, for example, as a hydraulic cylinder, whereby a piston rod of the hydraulic cylinder is moved in order to introduce hydraulic fluid into the hydraulic line, so that the hydraulic pressure can be increased to move the uncoupling actuating element.

[0067] Similarly, the buffer position activation mechanism can be designed as a hydraulic cylinder, with a piston rod of the hydraulic cylinder being moved to build up hydraulic pressure that moves the buffer switching mechanism into the locked position.

[0068] Similarly, the buffer position deactivation mechanism can be designed as a hydraulic cylinder, with a piston rod of the hydraulic cylinder moving to build up hydraulic pressure that moves the buffer switching mechanism into the open position. If both a buffer position activation mechanism and a buffer position deactivation mechanism are provided for switching the buffer position switching mechanism, the switching pressure of the buffer position deactivation mechanism is higher than the pressure acting by the buffer position activation mechanism at the time of switching. For example, the switching pressure of the buffer position deactivation mechanism can be greater than that of the buffer position activation mechanism, or the hydraulic pressure applied by the buffer position activation mechanism can be reduced again.

[0069] As an alternative or supplement to hydraulic control of the buffer position switching mechanism, a mechanical buffer position activation mechanism and / or a mechanical buffer position deactivation mechanism can also be provided. For example, the buffer position switching mechanism can be moved into a locked and / or open position via a lever or similar device. This also allows, in particular, manual operation of the buffer position switching mechanism.

[0070] In one embodiment, in addition to at least one decoupling activation mechanism, at least one buffer position activation mechanism and / or at least one buffer position deactivation mechanism can be operated via at least the actuator unit, in particular a lever mechanism.

[0071] The at least one uncoupling activation mechanism, the at least one buffer position activation mechanism, and / or the at least one buffer position deactivation mechanism can each be operated via a separate actuator unit. Alternatively, a single actuator unit can be used, for example, to operate both the at least one uncoupling activation mechanism and the at least one buffer position activation mechanism. In such a case, the actuator unit can, for example, first activate the uncoupling activation mechanism, moving the uncoupling actuating element into the actuating position. Finally, the actuator unit activates the buffer position activation mechanism, switching the buffer position switching mechanism into a locked position.

[0072] In addition to the above description of the actuator unit, the actuator unit can, in particular, be a lever mechanism. Referring to the above example of activating the uncoupling activation mechanism and the buffer position activation mechanism via an actuator unit, a lever section of a lever mechanism can actuate the actuator unit sequentially. For example, if the uncoupling activation mechanism and the buffer position activation mechanism are designed as hydraulic cylinders, the lever section can be configured to first move the piston rod of the uncoupling activation mechanism and then the piston rod of the buffer position activation mechanism in a direction that introduces hydraulic fluid into the corresponding hydraulic lines.If the ends of the respective piston rods, as contact points with the lever section, lie in the same plane, the lever section can comprise two subsections. The first subsection is assigned to the uncoupling activation mechanism, and the second subsection to the buffer position activation mechanism. The second subsection is offset relative to the first subsection in one direction of movement for activation, so that the second subsection comes into contact with the buffer position activation mechanism later. The lever mechanism can be configured such that, if the buffer position activation mechanism is activated by the second subsection, the first subsection does not trigger a further activation of the uncoupling activation mechanism.

[0073] In one embodiment, the coupling system has at least two uncoupling activation mechanisms, at least two buffer position activation mechanisms, and / or at least two buffer position deactivation mechanisms. The coupling system is configured such that, when the coupling system is installed in or on a rail vehicle unit as intended, each of the respective mechanisms can be actuated from a side wall of the rail vehicle unit that extends from the ground in one direction of travel.

[0074] Thus, the coupling system's mechanism can be operated from either side. When the coupling system is installed correctly in or on a rail vehicle unit, the respective side walls of the rail vehicle unit, extending from the ground in one direction of travel, refer to the right and left sides of the rail vehicle unit. This allows for operation from both sides, eliminating the need to change track sides for operation.

[0075] In one embodiment, the coupling system for the at least one uncoupling activation mechanism, the at least one buffer position activation mechanism and / or the at least one buffer position deactivation mechanism each comprises the at least one actuator unit, wherein the at least one actuator unit can be actuated from a respective side wall of the rail vehicle unit, which extends from a ground in a direction of travel of the rail vehicle unit, when the coupling system is installed in or on a rail vehicle unit in accordance with the application.

[0076] This results in the respective mechanism being operable from both sides by the actuator unit, which can be operated from either side. For example, the actuator unit can be a lever mechanism that must be pushed from one side and pulled from the other to activate the respective mechanism. In addition to translational movements, rotational movements can also be used alternatively or additionally.

[0077] In one embodiment, the coupling system has at least two respective actuator units, each of which can be actuated from a respective side wall of the rail vehicle unit, which extends away from a ground in one direction of travel of the rail vehicle unit.

[0078] Here too, the mechanism can be actuated from both sides, with each side having its own actuator unit. In addition to this dual-sided operation, redundancy and / or force distribution for activating the respective mechanism can also be achieved.

[0079] In one embodiment, an actuator unit of the buffer position deactivation mechanism, when the coupling system is installed in or on a rail vehicle unit in accordance with the application, protrudes partially from a side wall of the rail vehicle unit in order to be actuated by a trackside actuating device or manually.

[0080] A trackside actuation device can eliminate the need for manual intervention. Accordingly, the actuator unit or the actuation section of the actuator unit for the buffer position deactivation mechanism can also be positioned in areas that are typically avoided by operating personnel. For example, when the coupling system is installed appropriately in or on a rail vehicle unit, a section of the actuator unit for the buffer position deactivation mechanism can project downwards from a side wall of the rail vehicle unit that forms the unit floor. Similarly, in a shunting section of a track, an actuation device projecting upwards from the track floor can be provided, so that when this section is traversed, the section of the actuator unit is pushed away by the trackside actuation device.This moves the section in the actuator unit into a position that activates the buffer position deactivation mechanism.

[0081] In one embodiment, the hydraulic line is connected to a hydraulic reservoir.

[0082] Hydraulic fluid can be added to or removed from the hydraulic line via the hydraulic reservoir, for example to prevent overpressure. The hydraulic reservoir can be arranged in parallel with the hydraulic line for this purpose.

[0083] The hydraulic reservoir includes, in particular, a hydraulic cylinder, a safety valve and / or a hydraulic fluid volume retention valve.

[0084] The hydraulic cylinder can have a piston pre-tensioned towards a hydraulic reservoir volume via a spring mechanism. In particular, the hydraulic cylinder is arranged between the safety valve and the hydraulic fluid volume retention valve. The safety valve is, for example, a check valve and prevents overpressure in the hydraulic line or within the hydraulic system.

[0085] The features described above for a coupling system are equally applicable to the coupling system itself. Likewise, features described for the coupling system are transferable to the actuator unit, provided they have not already been described therein.

[0086] In another aspect, the present invention relates to a rail vehicle unit with at least one coupling system described above or with at least one actuator unit described above.

[0087] In one embodiment, the rail vehicle unit and / or the coupling system has / have at least one locking mechanism to lock the actuator unit for the at least one uncoupling activation mechanism, the at least one buffer position activation mechanism and / or the at least one buffer position deactivation mechanism in an actuating position.

[0088] The latching mechanism allows the actuator unit, or a section of the actuator unit that latches into the mechanism, to be held in a position that keeps the corresponding mechanism in its activation or deactivation position. This latching can be achieved via a latching mechanism, but also generally includes a locking option in at least one degree of freedom, thereby preventing unintentional release of the actuator unit section from the latching mechanism or at least reducing the risk of such an occurrence.

[0089] The features described above for the coupling system and / or actuator unit relating to the rail vehicle unit are equally applicable to the rail vehicle unit itself. Likewise, features described for the coupling system relating to the rail vehicle unit are transferable to the coupling system or to the actuator unit, provided they have not already been described therein.

[0090] In a further aspect, the present invention relates to a method for uncoupling two rail vehicle units, wherein each of the rail vehicle units has a coupling system as described above. In each of the rail vehicle units, the at least one coupling element is moved into the uncoupling position, and in at least one of the rail vehicle units, the at least one coupling element is held in the uncoupling position.

[0091] To uncouple two previously coupled rail vehicle units, the respective uncoupling actuators are first moved into the actuating position, thus bringing the respective coupling elements into the uncoupling position. To prevent a recoupling process, at least the uncoupling actuator of one rail vehicle unit is held in the actuating position.

[0092] The features described in the preceding description of the coupling system and / or the rail vehicle unit are equally applicable to the procedure for uncoupling two rail vehicle units. Likewise, the features described for the coupling system and / or the rail vehicle unit in relation to the procedure are transferable to the coupling system and / or the rail vehicle unit, provided they have not already been described therein. This also applies to any related features of the actuator unit.

[0093] Exemplary embodiments of the present invention are described below with reference to the accompanying drawings.

[0094] In detail, it shows Fig. 1 a schematic representation of a first exemplary embodiment of a coupling system to which the present invention is applicable; Fig. 2 a schematic representation of two exemplary embodiments of a coupling system to which the present invention is applicable; Fig. 3 a schematic representation of a third exemplary embodiment of a coupling system to which the present invention is applicable; Fig. 4 a schematic representation of an exemplary embodiment of an actuator unit applicable to a decoupling activation mechanism; Fig. 5 a schematic representation of an exemplary embodiment of an actuator unit applicable to a buffer position deactivation mechanism; Fig. 6 a schematic representation of a railway vehicle unit to which the present invention is applicable; Fig. 7 a schematic sectional view of an actuator unit according to an exemplary embodiment of the invention for actuating a decoupling activation mechanism; Fig. 8 a schematic representation of a cam according to Fig. 7 as an exemplary embodiment of a control backdrop; and Fig. 9 Exemplary torque curves over a rotation angle for a decoupling process, relating to the torque of the axis of rotation of the transmission element itself, the torque of the axis of rotation of the cam, and the resulting torque according to the actuator unit. Fig. 7 .

[0095] Fig. 1 Figure 1 shows a schematic representation of a first exemplary embodiment of a coupling system 1 to which the present invention is applicable. The coupling system 1 comprises a coupling unit 10 with a coupling element 11 and a decoupling cylinder 20 as a decoupling mechanism with a decoupling piston 21 as a decoupling actuating element. The coupling element 11 can be moved from a engaged position to a disengaged position by means of the decoupling piston 21, which is connected to it. The decoupling piston 21 is biased by a spring 22, which is arranged between a piston surface of the decoupling piston 21, from which a piston rod projects, and a cylinder wall opposite this piston surface, towards a rest position in which the decoupling piston 21 does not move the coupling element 11 into the disengaged position.To move the uncoupling piston 21, the uncoupling cylinder 20 forms a hydraulic volume facing away from the piston surface of the uncoupling piston 21, from which a piston rod projects. This hydraulic volume is connected to a hydraulic line 23 and can be pressurized via hydraulic line 23 by introducing hydraulic fluid. If the force on the uncoupling piston 21 resulting from the hydraulic pressure in the hydraulic volume of the uncoupling cylinder 20 exceeds the spring force of the spring 22, the uncoupling piston 21 is moved into the actuating position against the spring force. The connection between the uncoupling piston 21 and the coupling element 11 causes the coupling element 11 to move into the uncoupling position along with the movement of the uncoupling piston 21 into the actuating position. In other words, the actuating position of the uncoupling piston 21 corresponds to the uncoupling position of the coupling element 11.

[0096] To control the hydraulic pressure in the hydraulic volume of the uncoupling cylinder 20, the hydraulic line in the present embodiment is connected to two uncoupling activation cylinders 30L and 30R as uncoupling activation mechanisms. Uncoupling activation cylinder 30L is a uncoupling activation mechanism that can be actuated from one side of a rail vehicle unit, here, for example, from the left side of the rail vehicle unit when the coupling system is mounted according to the application. Similarly, uncoupling activation cylinder 30R is a uncoupling activation mechanism that can be actuated from the opposite side of a rail vehicle unit, here, for example, from the right side of the rail vehicle unit when the coupling system is mounted according to the application. Here, as in the following, the suffixes "L" and "R" in the reference numerals refer to the left and right sides of a rail vehicle unit, respectively.

[0097] The decoupling activation cylinders 30L and 30R are each hydraulic cylinder with a respective decoupling activation piston 31L or 31R. The movement of each piston changes the hydraulic volume of the decoupling activation cylinders 30L and 30R. The hydraulic volume of each decoupling activation cylinder 30L or 30R is connected to the hydraulic line 23. When the hydraulic volume of each decoupling activation cylinder 30L or 30R decreases, hydraulic fluid is introduced into the hydraulic line 23, thus increasing the hydraulic pressure acting on the decoupling piston 21. If the hydraulic pressure is increased sufficiently to move the decoupling piston 21 into the actuating position, the decoupling piston 21 can be held in this position as long as the hydraulic pressure is maintained.

[0098] Between the decoupling activation cylinders 30L, 30R and the decoupling mechanism 20, an oil reservoir 40 is connected in parallel via the hydraulic line 23. The oil reservoir comprises an oil cylinder 41, which is arranged between a check valve 42 (safety valve) and an oil volume retention valve 43 (hydraulic fluid retention valve). The oil cylinder 41 has an oil volume (or hydraulic volume) for connecting the hydraulic line 23. The size of the hydraulic volume of the oil cylinder 41 is controllable via a piston, which is spring-loaded in the direction of the hydraulic volume, in conjunction with the hydraulic line 23, the check valve 42, and the oil volume retention valve 43.

[0099] Fig. 2 Figure 1 shows a schematic representation of a second exemplary embodiment of a coupling system 1' to which the present invention is applicable. The coupling system 1' of the second exemplary embodiment differs from the coupling system 1 of the first exemplary embodiment in that, in addition to the uncoupling activation cylinders 30L, 30R, the coupling system 1' has a 2 / 2-way valve as a buffer position switching mechanism. Components already described for the first exemplary embodiment, which are also applicable to the second embodiment, have the same functionalities and reference numerals. To avoid repetition, only the differences are discussed for the second exemplary embodiment.

[0100] In the present embodiment, the 2 / 2-way valve 70 is arranged in the hydraulic line 23 between the connection of the hydraulic line to the uncoupling activation cylinders 30L, 30R and the connection of the hydraulic line 23 to the oil reservoir 40. The 2 / 2-way valve can be switched between a closed position, in which the fluid connection between the uncoupling activation cylinders 30L, 30R and the uncoupling mechanism 20 is interrupted, and an open position, in which the fluid connection between the uncoupling activation cylinders 30L, 30R and the uncoupling mechanism 20 is established. In the open position, the operation of the coupling system 1' of the second exemplary embodiment corresponds to the operation of the coupling system 1 of the first exemplary embodiment.However, in order to keep the uncoupling piston 22 in the actuating position after the movement and thus the clutch element 11 in the uncoupling position independently of the uncoupling activation cylinders 30L, 30R, the 2 / 2-way valve 70 is switched to the blocking position.

[0101] Switching the 2 / 2-way valve 70 to the closed position corresponds to switching the 2 / 2-way valve 70 to a buffer position activation position. Accordingly, the coupling system 1' provides two buffer position activation cylinders 50L, 50R as buffer position activation mechanisms, via which the 2 / 2-way valve can be hydraulically switched to the closed position. Each buffer position activation cylinder 50L, 50R has a buffer position activation piston 51L, 51R, via which the hydraulic volume of the buffer position activation cylinders 50L, 50R can be controlled to control the switching of the 2 / 2-way valve 70 to the closed position. In the present form, two buffer position activation cylinders 50L, 50R are provided, one of which can be actuated from a right side of the rail vehicle side and one from a left side of the rail vehicle side when the coupling system 1' is mounted on or in a rail vehicle unit in accordance with the application.In other embodiments, however, only one buffer activation cylinder 50L or 50R may be provided.

[0102] To switch the 2 / 2-way valve 70 from the closed position back to the open position and thus deactivate the buffer position of the uncoupling piston 21, the coupling system 1' has a buffer position deactivation cylinder 60 as a buffer position deactivation mechanism, via which the 2 / 2-way valve 70 can be hydraulically switched to the open position. For this purpose, a hydraulic volume of the buffer position deactivation cylinder 60 is connected to a hydraulic line for controlling the 2 / 2-way valve 70, wherein the hydraulic volume can be changed via a buffer position deactivation piston 61, in particular reduced, in order to apply the corresponding hydraulic pressure for switching.

[0103] The 2 / 2-way valve 70 also features a mechanical buffer position deactivation mechanism 71 for mechanically switching the 2 / 2-way valve 70 to the open position. In other embodiments, the mechanical buffer position deactivation mechanism 71 can alternatively or additionally be provided as a mechanical buffer position activation mechanism for mechanically switching the 2 / 2-way valve 70 to the closed position.

[0104] Fig. 3 Figure 1 shows a schematic representation of a third exemplary embodiment of a coupling system 1" to which the present invention is applicable. The coupling system 1" of the third exemplary embodiment differs from the coupling system 1' of the second exemplary embodiment in that the coupling system 1" additionally comprises an electrical uncoupling unit 80. Components already described for the first and second exemplary embodiments, which are also applicable to the third embodiment, have the same functionalities and reference numerals. To avoid repetition, only the differences are discussed for the third exemplary embodiment.

[0105] In the present embodiment of the coupling system 1", the electric uncoupling unit 80 is connected between the uncoupling cylinder 20 and the connection of the oil reservoir 40 to the hydraulic line 23. The electric uncoupling unit 80 comprises a hydraulic pump 81, which can be driven by an electric motor, and a 3 / 3-way valve 82 arranged between the hydraulic pump 81 and the connection to the hydraulic line 23 as a switching mechanism.

[0106] In the present embodiment, the 3 / 3-way valve is electrically actuated, but in other embodiments it can also be actuated hydraulically or mechanically. The switching positions of the 3 / 3-way valve 82 comprise an open position as well as a first and a second closed position. In the open position, the 3 / 3-way valve provides a fluid connection between the hydraulic line 23 and the hydraulic pump 81, so that hydraulic fluid can be introduced into the hydraulic volume of the decoupling cylinder 20 via the hydraulic line 23 as a result of a pumping action by the hydraulic pump 81, and the decoupling piston 21 is moved into the actuating position. In the first closed position of the 3 / 3-way valve, the connection between the hydraulic line 23 and the hydraulic pump 81 is then interrupted, and the hydraulic line 23 is blocked at the point of interruption.Switching the 3 / 3-way valve 82 from the open position to the first closed position corresponds to switching from a decoupling process to a buffer position activation process. In the second closed position of the 3 / 3-way valve, the interruption of the connection between the hydraulic line 23 and the hydraulic pump 81 is maintained. However, the hydraulic line 23 is no longer blocked at the point of interruption but is connected to a bypass, allowing the hydraulic pressure in the hydraulic volume of the decoupling cylinder 20 to be released. The spring force of the spring 22 can then move the decoupling piston 21 to its rest position. Switching the 3 / 3-way valve 82 from the first closed position to the second closed position thus corresponds to switching from a buffer position activation to a buffer position deactivation.

[0107] Fig. 4 Figure 1 shows a schematic representation of an exemplary embodiment of a lever mechanism 90 as an actuator unit 90, which is applicable to a uncoupling activation mechanism, such as the uncoupling activation cylinders 30L, 30R. The lever mechanism 90 is shown here for the uncoupling activation cylinder 30L, but is also applicable with the same functionality to the uncoupling activation cylinder 30R or the buffer position activation cylinders 50L, 50R. Furthermore, the single lever mechanism 90 can also be used to actuate both the uncoupling activation cylinder 30L and the buffer position activation cylinder 50L.

[0108] The lever mechanism 90, as an exemplary embodiment of a manually operated mechanical actuator unit, comprises an actuating lever 91 and a transmission element 92. The transmission element 92 is L-shaped and is rotatably mounted about the joint 92b in a connection area of ​​the legs formed by the L-shape via a joint connection 92b, as also indicated by the arc-shaped double arrow in Fig. 4 As specified. One leg of the transmission element 92 is articulated via a further joint connection 92a to a guide 91a of the actuating lever 91, the joint connection being guided along a radius formed by the guide 91a. The other leg serves to actuate the uncoupling activation piston 31L.

[0109] To actuate the uncoupling activation piston 31L to increase the hydraulic pressure in the uncoupling cylinder 20, in the present embodiment the actuating lever is moved away from the uncoupling activation cylinder 30L in a translational direction indicated by the horizontal double arrow via a lever arm 91b, which is angled with respect to an extension direction over a length of the actuating lever 91. This translational movement of the actuating lever 91 is thereby transmitted via the guide 91a and the further joint connection 92a to the transmission element 92, which thereby performs a rotational movement about the joint connection 92b.This causes the leg of the transmission element 92 facing the uncoupling activation piston 31L to move towards the uncoupling activation piston 31L, come into contact with it and then move it translationally to introduce hydraulic fluid from the uncoupling activation cylinder 30L into the hydraulic line 23.

[0110] Fig. 5 Figure 1 shows a schematic representation of an exemplary embodiment of a lever mechanism 90 as an actuator unit applicable to a buffer deactivation cylinder 60 as a buffer position deactivation mechanism. In the present embodiment, the lever mechanism 100 is an elongated element rotatably mounted about a joint 101, as indicated by the double arrow. The rotational movement of the lever mechanism 100 about the joint 101 is shown in Figure 1. Fig. 4 Rotating the lever mechanism 100 counterclockwise brings it into contact with the buffer position deactivation piston 61 and, with further rotation of the lever mechanism 100, moves it in a translational direction. This introduces hydraulic fluid from the buffer position deactivation cylinder 60 into a corresponding hydraulic line, which then switches the buffer position switching mechanism 70 to an open position.

[0111] Fig. 6 Figure 1 shows a schematic representation of a wagon 1 as a rail vehicle unit to which the present invention is applicable. When a coupling system 1, 1' or 1" is assembled according to the application, in Fig.6 The lever arm 91b of the actuating lever 91 is visible on a side wall of wagon 2 that extends away from the ground in one direction of travel. The lever arm 91 projects outwards from the side wall. The side wall of wagon 2 has a detent mechanism 110. If the actuating lever 91 is now moved away from the side wall in a translational movement to actuate the uncoupling activation cylinder 30L in a direction perpendicular to the plane formed by the side wall, the uncoupling piston 21 is moved into the actuating position. To hold the uncoupling piston 21 in the actuating position, the lever arm can be adjusted according to a mechanism shown in the Fig. 6 The rotational capability indicated by the double arrow is moved into the locking mechanism 110 in order to lock into place. The locking mechanism 110 prevents at least the movement of the lever arm 91b and thus of the actuating lever towards the side wall of wagon 2.

[0112] Furthermore, it shows Fig. 6 a part of the lever mechanism 100, which projects from a side wall of the wagon 2 extending parallel to the floor and over which the buffer position deactivation piston 61, as above Fig. 5 As described, it is operable. An actuating mechanism 120 is provided on the track side for actuating the lever mechanism 100. The actuating mechanism 120 projects fixedly upwards from a track section 3 above the ground, with the actuating mechanism 120 projecting upwards and the projecting part of the lever mechanism 100 projecting downwards to such an extent that, when the track section 3 containing the actuating mechanism 120 is traversed, the lever mechanism 100 is moved rotationally by the actuating mechanism 120 to actuate the buffer position deactivation piston 61.

[0113] Fig. 7 Figure 1 shows a schematic sectional view of an actuator unit 90 according to an exemplary embodiment of the invention for actuating the uncoupling activation mechanism 30L. The described operating principle can be applied equally to actuating the uncoupling activation mechanism 30R. Following the above description, the actuator unit 90 has the actuating lever 91 as its actuating element. The lever is rigidly connected to the transmission element 92 and is rotatable about a pivot axis via the joint 92b of the transmission element 92 in accordance with the actuating movement 91c indicated by the double arrow. In this respect, the actuator unit differs from the Fig. 7 from the in Fig. 4 The embodiment shown. Another difference lies in the design of the transmission element 92, which, strictly speaking, is not L-shaped here, but rather formed as an angled segment. However, the following description clearly refers to the embodiment in Fig. 4 customizable.

[0114] According to the rotational movement of the transmission element 92 resulting from the actuating movement 91c of the actuating lever 91, the uncoupling activation mechanism 30L or the clutch activation piston 31L, one end of which rests against the transmission element 92, can be raised and lowered. Raising the clutch activation piston 31L corresponds in the Fig. 7 An actuating movement 91c counterclockwise causes the clutch activation piston 31L to lower, while an actuating movement clockwise causes it to lower. With respect to raising the clutch activation piston 31L, the torque about the axis of rotation of the transmission element increases with increasing angle of rotation. In particular, this increase can result in actuating forces of more than 250 N up to the disengaged position.

[0115] To prevent excessive actuation forces up to the disengagement position, the actuator unit 90 has a torque mechanism 94 and a cam 93 as a control cam. The cam 93 is arranged between the transmission element 92 and the torque mechanism 94. The cam 93 is rotatably mounted about a joint 93b. The joint 93b is represented here by a shaft which is rotatably mounted. The axis of rotation of the cam 93 runs parallel to the axis of rotation of the transmission element 92. The cam 93 is rotationally fixed to the shaft by a fastening element designed as a locking pin 93a. In addition, the cam has a toothed section 93c on its circumferential surface about the axis of rotation, which engages with a toothed section 92c of the transmission element 92 over a predetermined angular segment.The specified rotation angle section corresponds to the rotation angle of the transmission element 92 predetermined for actuation of the clutch activation piston 31L.

[0116] The torque mechanism 94 is configured such that it can influence the force that can be applied to move the cam 93 by the transmission element 92 and thus affect the resulting torque with respect to the transmission element 92 in conjunction with the cam 93. In the present embodiment, the torque mechanism 94 is designed similarly to a fixed cylinder. The torque mechanism 94, or a housing 94e of the torque mechanism 94, is mounted in a fixed position and has a stroke element 94b similar to a piston or piston section, which is movable back and forth in a direction pointing towards the cam 93 as the axial direction of the stroke element 94b, i.e., in the manner shown. Figur 7 Up and down. The lifting element 94c is pre-tensioned in the direction of the cam 93 by a spring element 94c designed as a compression spring. The spring element is supported axially between a support surface of the lifting element 94b on a side facing away from the cam 93 and a support surface of the housing 94e facing the support surface of the lifting element 94b. In the exemplary embodiment, the pre-tension force of the spring element 94c is adjustable by means of an adjusting mechanism 94d. The adjusting mechanism 94d is designed, by way of example, as a screw element, the end of which engages a support surface of the housing 94e and can move the support surface to different positions in the axial direction depending on the screw-in depth of the screw element. Thus, the support surface of the housing 94e can be assigned to the housing, but is designed as a movable part of the housing 94e.In alternative embodiments, the support surface facing the support surface of the lifting element 94b can also be formed by the adjusting element 94d.

[0117] At one end of the lifting element 94b facing the cam 93, a sliding element in the form of a rolling body 94a, such as a ball bearing or a ball roller, is provided. The rolling body 94a rests on a contact surface circumferentially around the axis of rotation of the cam 93. The contact surface of the cam 93 for the rolling body 94a is offset in the direction of the axis of rotation of the cam 93 relative to the toothed section 93c, which also forms a segment of the contact surface circumferentially around the axis of rotation of the cam 93. In an alternative embodiment, the contact surface and the toothed section 93c can also be positioned differently from each other in the direction of the axis of rotation, forming different segments of the surface circumferentially around the axis of rotation. The cam 93 is approximately oval-shaped, and in the present embodiment, the segment of the cam 93 that is widened in cross-section perpendicular to the axis of rotation is used as the contact surface for the rolling body 94a.

[0118] In Figur 7 The image shows a state in which the actuating lever 91 has not yet been actuated. If the actuating lever is now moved according to an actuating movement 91c in the Figur 7 When moved counterclockwise, the transmission element 92 rotates about the axis of rotation in the same direction, i.e., also counterclockwise, according to the corresponding angle of rotation. The engagement of the toothed section 92c of the transmission element with the toothed section 93c of the cam 93 sets the cam 93 into an opposite rotational movement, i.e., a clockwise rotational movement. Thus, a relative movement occurs between the contact surface of the cam 93 and the rolling element 94a. Due to the radius acting on the rolling element 94a, which, depending on the angle of rotation, is determined by the shape of the cam 93 in cross-section perpendicular to the axis of rotation, the lifting element 94b is moved either in the opposite direction or in the direction of the preload force acting by the spring element 94c.This changes the force required to move the cam 93 via the transmission element 92, thus changing the resulting torque and consequently the force required to actuate the actuating lever 91. This will be explained in more detail with reference to the following. Figuren 8 und 9 described below.

[0119] Fig. 8 shows a schematic representation of cam 93 according to Fig. 7 as an exemplary embodiment of a control cam. The cam 93 is shown here in its in Fig. 7 The initial position described above is shown before actuation of the actuating lever 91. The contact point of the rolling element 94a on the contact surface of the cam 93 corresponds here to the intersection of the vertical dash-dot line, which also marks the center of the axis of rotation, with the outer contour of the cam 93. Furthermore, it shows Fig. 8 starting from the initial attachment point in the starting position, counterclockwise in Fig. 8 a positive torque magnitude section I, followed by a neutral torque magnitude section II and finally followed by a negative torque magnitude section III.

[0120] How to Fig. 7 As already explained, in the present embodiment, the cam 93 moves clockwise around the axis of rotation when the actuating lever 91 is actuated for a disengagement process. The positive torque magnitude section I has a radius that increases with the increasing angle of rotation from the initial position. Accordingly, the lifting element 94b is moved axially against the spring force of the spring element. Fig. 7 upwards. This increases the torque, or rather the force required to move the cam 93 through the transmission element 92, and thus the resulting torque. The positive torque magnitude section I therefore provides a positive torque magnitude with respect to the resulting torque. Upon reaching the neutral torque magnitude section II as a result of a further increasing rotation angle, the lifting element 94b is essentially no longer moved in the axial direction. The neutral torque magnitude section II has a substantially constant radius over the assigned rotation angle range. Accordingly, the force exerted on the cam 93 by the spring element 94c does not change, and therefore neither does the torque magnitude with respect to the resulting torque.In the exemplary embodiment, the neutral torque magnitude section II transitions into the negative torque magnitude section III at the intersection of the dotted line running horizontally through the center of the cam 93's axis of rotation with the cam 93's outer contour. In the negative torque magnitude section III, the radius of the cam 93 decreases again with increasing rotation angle. Consequently, the lifting element 94b is now moved in the direction of the preload force of the spring element 94c. The preload force of the spring element 94c assists the movement of the lifting element 94b in the direction of the cam 93. Accordingly, a torque opposite to the torque of the transmission element 92 is exerted via the cam 93, thus reducing the resulting torque. The negative torque magnitude section III therefore provides a negative torque magnitude with respect to the resulting torque.

[0121] The spring element 94c can also be understood as an energy storage device, as described above. The positive torque magnitude section I charges the spring-based energy storage device, the neutral torque magnitude section II has no effect on the spring-based energy storage device, and the negative torque magnitude section III discharges the spring-based energy storage device.

[0122] In the illustrated embodiment, the positive torque magnitude section I is shorter than the negative torque magnitude section II, and the positive torque magnitude section I has a higher radius gradient than the negative torque magnitude section II. This allows the influence of the torque magnitude sections I and II to be controlled independently.

[0123] Fig. 9 shows exemplary torque curves over a rotation angle for a decoupling process with respect to the torque of the axis of rotation of the transmission element 92 itself, the torque of the axis of rotation of the cam 93 and the resulting torque according to the actuator unit 90. Fig. 7 . The course of the torque of the axis of rotation of the transmission element 92 itself is represented by crosses, the course of the torque of the axis of rotation of the cam 93 by circles and the course of the resulting torque according to the actuator unit 90 by triangles.

[0124] Without the interaction of the cam 93 and the torque mechanism 94 with the transmission element 92, the torque with respect to the axis of rotation of the transmission element 92 increases predominantly up to a point where the uncoupling process is complete, designated as uncoupling range IV. In particular, correspondingly high forces must be applied to actuate the actuating lever 91 until uncoupling occurs. However, through the interaction of the cam 93 and the torque mechanism 94 with the transmission element 92, the resulting torque can be significantly reduced, especially in the negative torque magnitude range. For example, this can achieve a reduction of the maximum torque of approximately 25% to 35% relative to the maximum torque of the transmission element 92 itself.Even though the positive torque magnitude section I increases the resulting torque, it allows the resulting torque to be maintained at a nearly constant level across the rotation angle until the uncoupling process is complete. A relatively constant force level facilitates manual operation. Furthermore, a higher force requirement at the beginning of the uncoupling process can reduce the risk of unintentional activation. While completing the uncoupling process would generally require higher forces, unintentional activation can lead to relative movements of components, which could affect their service life.

[0125] The invention is not limited to the described embodiments. In particular, features described in relation to the embodiments, other described configurations and further developments of the invention can be combined with one another, provided they are not mutually exclusive. REFERENCE MARK LIST

[0126] 1, 1', 1"Coupling system 2Wagon (rail vehicle unit) 3Rail track section 10Coupling unit 11Coupling element 20Uncoupling cylinder (uncoupling mechanism) 21Uncoupling piston (uncoupling actuating element) 22Spring (preload mechanism) 23Hydraulic line 30L, 30RUncoupling activation cylinder (uncoupling activation mechanism) 31L, 31RUncoupling activation piston 40Oil reservoir (hydraulic reservoir) 41Oil cylinder (hydraulic cylinder) 42Check valve (safety valve) 43Oil volume retention valve (hydraulic fluid volume retention valve) 50L, 50RBuffer position activation cylinder (buffer position activation mechanism) 51L, 51RBuffer position activation piston 60Buffer position deactivation cylinder (Buffer position deactivation mechanism) 61 Buffer position deactivation piston 70 2 / 2-way valve (Buffer position switching mechanism) 71 Mechanical buffer position deactivation mechanism (Buffer position deactivation mechanism) 80 ElectricalDecoupling unit 81 Hydraulic pump 823 / 3-way valve (switching mechanism) 90 Lever mechanism (actuator unit) 91 Actuating lever (actuating element) 91a Guide 91b Lever arm (actuating section) 91c Actuating movement 92 Transmission element 92a Articulated joint 92b Articulated joint 92c Toothed section 93 Cam (control cam) 93a Locking pin (fastening element) 93b Articulated joint 93c Toothed section 94 Torque mechanism 94a Rolling element (sliding element) 94b Lifting element 94c Spring element (preload element) 94d Adjusting mechanism 94e Housing 100 Lever mechanism (deactivation actuator unit (actuator unit)) 101 Articulated joint 110 Detent mechanism 120 Actuating mechanism I Positive torque magnitude section II Neutral torque magnitude section III Negative torque magnitude section IV Decoupling section

Claims

1. Actuator unit (90) for actuating an activation mechanism (30L, 30R), in particular a uncoupling activation mechanism (30L, 30R) of a coupling system (1, 1', 1") for a rail vehicle unit (2), comprising: an actuating element (91) for performing an actuating movement (91c) and a transmission element (92) which is operatively connected to the actuating element (91) or is part of the actuating element (91), wherein the transmission element (92) is rotatably mounted about a joint connection (92b) so that the transmission element (92) is rotatably movable via the joint connection (92b) by performing the actuating movement (91c), wherein the actuator unit (90) further comprises a control cam (93) and a torque mechanism (94), wherein the control cam (93) is arranged and configured between the transmission element (92) and the torque mechanism (94). is,to move the torque mechanism (94) at least sectionally in at least one direction via the rotational movement of the transmission element (92), so that the torque to be applied to the rotational movement of the transmission element (92) can be changed via the movement of the torque mechanism (94).

2. The actuator unit (90) according to claim 1, wherein the torque mechanism (94) has a preload element (94c), in particular a spring element (94c), preferably a compression spring, the preload of which acts in the direction of the control cam (93).

3. The actuator unit (90) according to claim 2, wherein the torque mechanism (94) has an adjustment mechanism (94d) by which the preload in the direction of the control cam (93) can be adjusted.

4. The actuator unit (90) according to one of the preceding claims, wherein the torque mechanism (94) comprises a sliding element (94a), in particular a rolling element (94a), along which the control cam (93) is movable.

5. The actuator unit (90) according to one of the preceding claims, wherein the control cam (93) has at least one positive torque magnitude section (I) configured such that the torque mechanism (94) is moved in the opposite direction to a force acting on the control cam (93) by the torque mechanism (94), and one negative torque magnitude section (III) configured such that the torque mechanism (94) is moved in the same direction as a force acting on the control cam (93) by the torque mechanism (94).

6. The actuator unit (90) according to claim 5, wherein the control cam (93) has a neutral torque section (II) between the positive torque magnitude section (I) and the negative torque magnitude section (III), which is designed such that in the neutral torque magnitude section (II) when the control cam (93) is moved there is essentially no movement of the torque mechanism (94).

7. The actuator unit (90) according to one of the preceding claims, wherein the control cam (93) is designed as at least one cam (93) rotatably mounted about a joint connection (93b).

8. The actuator unit (90) according to one of the preceding claims, wherein the axis of rotation of the control cam (93) extends substantially parallel to the axis of rotation of the transmission element (92).

9. The actuator unit (90) according to one of the preceding claims, wherein the transmission element (92) and the control cam (93) each have at least one toothed section (92c, 93c) via which the movement of the transmission element (92) can be transmitted to the control cam (93), and vice versa.

10. The actuator unit (90) according to one of the preceding claims, wherein the transmission element (92) and the control cam (93) are connected to each other via a belt drive.

11. Coupling system (1, 1', 1") for a rail vehicle unit (2), comprising a coupling unit (10) with at least one coupling element (11) movable between a coupling position and an uncoupling position, and an uncoupling mechanism (20) with an uncoupling actuating element (21) that is operatively connectable to the coupling element (11) and that is movable between a rest position and an actuating position in which the coupling element (11) has been moved into the uncoupling position by the uncoupling actuating element (21), wherein the coupling system (1, 1', 1") comprises at least one uncoupling activation mechanism (30L, 30R) that is operatively connected to the uncoupling actuating element (21), wherein the at least one uncoupling activation mechanism (30L, 30R) is configured to, when actuated to uncoupling, engage the uncoupling actuating element (21) to move into the operating position,and wherein the coupling system (1, 1', 1") comprises at least one actuator unit (90) according to one of the preceding claims for actuating the uncoupling activation mechanism (30L, 30R).

12. The coupling system (1, 1', 1") according to claim 11, wherein the transmission element (92) is operationally connected to the uncoupling activation mechanism (30L, 30R), in particular the uncoupling activation mechanism (30L, 30R) is designed as at least one uncoupling activation cylinder (30L, 30R) and the transmission element (92) is operationally connected to a uncoupling activation piston (31L, 31R) of the at least one uncoupling activation cylinder (30L, 30R).

13. The coupling system (1, 1', 1") according to claim 11 or 12, wherein the uncoupling actuating element (21) is hydraulically controllable via a hydraulic line (23) operationally connected to the uncoupling mechanism (20), wherein the at least one uncoupling activation mechanism (30L, 30R) is operationally connected to the uncoupling actuating element (21) via the hydraulic line (23), and wherein a buffer position switching mechanism (70) is arranged in the hydraulic line (23) between the uncoupling mechanism (20) and the at least one uncoupling activation mechanism (30L, 30R), wherein the buffer position switching mechanism (70) is configured to lock and unlock the connection between the uncoupling mechanism (20) and the at least one uncoupling activation mechanism (30L, 30R), wherein a locking corresponds to a buffer position of the coupling element (11) in which the coupling element (11) is held in the uncoupling position.

14. Rail vehicle unit (2) with at least one coupling system (1, 1', 1") according to one of claims 11 to 13 or with at least one actuator unit (90) according to one of claims 1 to 10.

15. Method for uncoupling two rail vehicle units (2), wherein each of the rail vehicle units (2) has a coupling system according to one of claims 11 to 13, wherein in each of the rail vehicle units (2) the at least one coupling element (11) is moved into the uncoupling position and in at least one of the rail vehicle units (2) the at least one coupling element (11) is held in the uncoupling position.

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