Automatic train coupling and coupling assembly

Abstract

The invention relates to a train coupling for a track-bound vehicle, in particular a rail vehicle, comprising a coupling head which houses a coupling fastener having a lock, wherein the coupling fastener is designed as a rotary fastener for interacting with a coupling fastener of a compatible counter-train coupling, having a coupling eye and a hook plate rotatable about a main axis between a coupled position as a reference position and an uncoupled position, and a blocking device for holding the coupling fastener in the locked position, in which a rotation of the hook plate into the coupled position is prevented. The invention is characterised in that the position of the coupling fastener, in particular of the hook plate, in the locked position of the coupling fastener corresponds to a rotation angle in an angular range of 0 to 5° clockwise or counter-clockwise relative to its position in the ready-to-couple position.

Description

[0001] Automatic train coupling and coupling arrangement

[0002] The present invention relates to an automatic train coupling for a rail-bound vehicle, in particular a freight wagon according to the preamble of claim 1 and coupling arrangement.

[0003] For the purposes of this document, rail-bound vehicles are defined as vehicles that run on rails and are typically used to transport passengers or goods. In this context, the term "rail-bound vehicles" encompasses various types of rail-bound vehicles, such as trains, trams, subways, locomotives, and similar means of transport that operate on a rail network. These vehicles are specifically designed for operation on rails and use the rail system as their primary travel path. The vehicles can be equipped with a drive system or be self-propelled.

[0004] An automatic train coupling can be attached to such a rail-bound vehicle and serves to establish a mechanical connection with a correspondingly designed, compatible counter-train coupling on an adjacent rail-bound vehicle. In practice, generic automatic train couplings are known which comprise a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a hook plate referred to as the frog, wherein the hook plate is rotatable about a main axis between a ready-to-couple position, a coupled position, and an uncoupled position. The coupling eye is connected at a first end region of the hook plate with a first end region rotatable about a coupling eye axis and has a second free end.The hook plate has a second end region with an open-edged recess extending into it, also referred to as a mouth, for receiving a corresponding second end of a coupling eye of a compatible mating coupling head. A spring mechanism is assigned to the hook plate to be rotated against the force of the spring mechanism from the coupled position to the uncoupled position, and by the force of the spring mechanism from the uncoupled position to the ready-to-couple position, and from the ready-to-couple position to the coupled position.

[0005] The locking mechanism, which holds the coupling lock in the appropriate position or releases it to transition to another position by rotating the hook plate, has a plunger that can be moved in the coupling direction of the traction coupling against a spring force and a ratchet rod that can be moved transversely or diagonally to the coupling direction. The ratchet rod is pivotally connected to the hook plate and, when the hook plate is rotated from the coupled position to the uncoupled position, can be moved into a detent position by the hook plate. In this detent position, the ratchet rod blocks the hook plate from rotating backward, i.e., from the uncoupled position to the coupled position. The plunger, in turn, is movable between a first position and a second position.In the first position, in which the punch is moved against the spring force, the punch blocks the ratchet rod in the locking position and in the second position, in which the punch is moved from the first position by the spring force, the punch releases the ratchet rod from the locking position.

[0006] The function of this type of automatic train coupling is as follows: Two compatible coupling heads on two vehicles to be coupled together are coupled by inserting the second end of the respective coupling eye into the mouth of the hook plate of the other coupling head and holding it in place by twisting the hook plate there. This mechanically couples the two vehicles. The two coupling locks are loaded exclusively by tensile forces, which are evenly distributed across both coupling eyes within the parallelogram formed by the coupling eyes and the hook plates. Compressive forces, however, are transmitted via the end face, in particular the end plate, on the front of the coupling head housing.The profile formed on this serves to center the two coupling heads to be coupled together and comprises a cone and a funnel, which are enclosed by a wide, particularly flat front surface.

[0007] When two rail-bound vehicles are moved towards each other, their coupling locks or their hook plates are in a position ready for coupling, in which the hook plate is held by the latching rods that are in the locked position. When coupling, the cones dip into the funnels of the coupling head housing profiles. The cones press on the pistons and push them back, causing the pistons to release the latching rods from their locked position. This releases the coupling locks and rotates them under the force of the respective spring accumulator until the hook plate, in particular a first arm on the hook plate, strikes a predetermined stop, usually the coupling head housing. The coupling eyes guided in the funnels engage in the hook plate mouths, the two coupling locks are interlocked and the coupled position is achieved.Accidental separation of the dome closures is impossible. Normal wear and tear does not affect the security of the dome closure.

[0008] To uncouple the coupling heads of a coupling assembly, a uncoupling device rotates both coupling locks, i.e., the two hook plates, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the mouths of the hook plates. The rotating hook plates are designed to displace the ratchet rods sufficiently far that, when the vehicles are separated, the hook plate is prevented from rotating back from the uncoupled, uncoupling position beyond the uncoupled, ready-to-couple position by moving the ratchet rods into their locking positions.

[0009] For the prior art, reference is made to GB 419 590 A and US 2013 / 0146558 A1. Scharfenberg couplings of this type are also disclosed in Wikipedia: Scharfenberg coupling. URL: https: / / de.wikipedia.org / w / index.php?title=scharfenbergkupplung&olded=184854267.

[0010] Version from January 18, 2019.

[0011] In the design of such train couplings, the interaction during coupling and uncoupling is determined by the locking geometry of the couplings involved in the connection process – the train coupling and the compatible counter-train coupling. In addition, however, various operating processes and conditions at the individual couplings must be taken into account, which should also preferably be covered by a suitable locking geometry. These include predefined conditions during the shunting process, in particular a locking position to prevent unwanted coupling with a counter-train coupling, as well as the behavior when the couplings in a coupling arrangement are pressed against one another.

[0012] For example, during shunting operations, e.g. on a hump, it is important that a coupler that has been uncoupled once is only ready to be coupled again when it hits a wagon intended for this purpose, or when coupling and thus mechanical coupling of two coupling heads in a coupling arrangement is actually desired. If, during shunting, e.g. on a hump before the crest of the hill, two uncoupled wagons briefly move apart, the next contact with the opposing train coupler immediately triggers a coupling process, which is unwanted in this case. To prevent this unwanted coupling, the lock must be blocked in a suitable way so that it can no longer be turned. The lock must therefore be blocked in a certain position. At the same time, however, it must also be guaranteed that, for example, if the couplers are pushed on by a locomotive or if one-sided uncoupling is carried out manually, the passive coupling is also safely uncoupled.

[0013] The invention was therefore based on the object of designing and constructing the coupling lock of a train coupling in such a way that, in conjunction with a compatible coupling lock of a counter-train coupling, it meets the diverse requirements in a suitable manner and requires only insignificant additional modifications.

[0014] The object is achieved according to the invention by an embodiment according to the independent claims. Further advantageous embodiments of the present invention can be found in the subclaims.

[0015] A train coupling for a track-bound vehicle, in particular a rail vehicle, comprises a coupling head which accommodates a coupling lock with a locking device. The coupling lock is designed as a rotary lock for interacting with a coupling lock of a compatible counter-train coupling having a coupling eye and a hook plate rotatable about a main axis between a coupled position as a reference position and an uncoupled position. In the uncoupled positions, a distinction is made at least between an uncoupled position and an uncoupled position ready for coupling. The train coupling further comprises a blocking device which acts at least indirectly on the coupling lock for holding the coupling lock in a locked position in which rotation of the hook plate into the coupled position is prevented.The traction coupling is designed such that the position of the coupling lock, in particular of the hook plate in the locking position of the coupling lock, corresponds to a rotation angle in an angular range of 0 to 5° clockwise or counterclockwise relative to its position in the coupling-ready position, preferably corresponds to the position of the hook plate in the coupling-ready position.

[0016] The coupled position serves as the reference position for describing the other locking positions. This describes the position of the coupling lock of a towing coupling in which, when interacting with a compatible coupling lock of a counter-towing coupling, a mechanical connection exists for transmitting tensile force between them. The coupling eyes and hook plates of the coupling arrangement consisting of the towing coupling and counter-towing coupling form a parallelogram in this position. The coupling locks are loaded exclusively by tensile forces, which are evenly distributed across both coupling eyes within the parallelogram. The forces are balanced. Accidental separation of the coupling locks is impossible.

[0017] An uncoupled position is understood in particular to mean a position in which there is no mechanical connection for the transmission of traction force between the coupling locks of the traction coupling and a counter-traction coupling.

[0018] The uncoupling position among the uncoupled positions describes the position into which a uncoupling device rotates the coupling lock against the force of the spring-loaded mechanism until the coupling eyes slide out of the hook mouths of the hook plate. As the vehicles move apart, the pistons move forward under spring force and release the ratchet rods. The hook plates rotate under the action of the tension springs, pushing the coupling eyes to the edge of the cones and pulling the ratchet rods into the coupling head housings until their locking teeth engage the notch of the piston guide. The tension springs are tensioned. This results in the uncoupled, ready-to-couple position.

[0019] A locked position is the position of the coupling lock in a special positioning of the couplings, in which the corresponding couplings of two vehicles can come into contact with each other but are not intended to be locked. In this position, the couplings are deliberately not connected to each other, for example to enable a vehicle to be moved without permanently connecting it to the vehicle convoy. The locked position is used, for example, to temporarily position a vehicle close to the vehicle convoy without actually coupling it to it. This can be the case, for example, if the vehicle is to be added to the vehicle convoy at a later time or if, for certain reasons, it has to be temporarily separated from the traction force or vehicle convoy control of the convoy.

[0020] The solution according to the invention is characterized by shifting the locking position to a position range of the hook plate in which, when two couplings - a pulling coupling and a counter-pulling coupling - are brought together, there is still no contact between the hook plate of one pulling coupling and the coupling eye of the other counter-pulling coupling - even when the locking mechanism is released. This range corresponds to the ready-to-couple position and a deviation from this of 0 to 5° clockwise or counter-clockwise. If the pulling coupling and counter-pulling coupling collide in this position, no forces are introduced into the blocking device due to the lack of contact between the hook plate of the pulling coupling and the coupling eye of the counter-pulling coupling.In this position, in which the hook plate is usually held in place by the locking mechanism against the force of a spring device, there would be no contact with the coupling eye of the counter-pull coupling without the effect of the coupling profile, in particular the cone of the counter-pull coupling on the locking mechanism when interacting with the coupling lock of a counter-pull coupling. Only the twisting due to the force of the spring device after the locking mechanism has been released due to the effect of the coupling profile of the counter-coupling causes contact and twisting in the direction of force of the spring accumulator. It is crucial to realize the locking position before this contact so that the full impact energy of the impacting coupling cannot affect the locking and blocking device.A further advantage is that in the event of a possible impact of a coupling when the locking position is accidentally not released, hard contact between the two coupling locks of the pull coupling and the counter-pull coupling, which could also lead to the destruction of the blocking function, is avoided.

[0021] In an advantageous embodiment, the position of the hook plate in the coupling-ready position of the coupling closure is characterized by a clockwise rotation angle in an angular range of 60 to 65°, preferably 60 to 63°, particularly preferably 61°, compared to the position of the hook plate in the coupled position of the coupling closure.

[0022] In an advantageous further development of the above-mentioned embodiments, the position of the hook plate in the uncoupling position of the dome closure is characterized by a clockwise rotation angle in an angular range of 70 to 75°, particularly preferably 73°, compared to the position of the hook plate in the coupled position of the dome closure.

[0023] The blocking device is arranged and designed to hold the coupling lock in the locked position. This can be implemented in different ways and also depends on whether the blocking device is designed and provided as a separate, independent device according to a first embodiment or, according to a second particularly advantageous embodiment, utilizes components of the uncoupling device.

[0024] The locking position can be achieved by a) at least indirectly, preferably directly, blocking or immobilizing the movement of one of the components of the dome closure, in particular the hook plate, main bolt for the rotatable mounting of the hook plate, locking, etc., or b) the realization of a rigid connection between a component of the dome closure and a stationary component.

[0025] For both designs, intervention can be performed from outside the coupling, in particular from the coupling's surroundings, for example, by means of a manual uncoupling device coupled to the coupling lock and provided on the vehicle carrying the coupling, which operates on the main bolt of the coupling lock. Another design provides the blocking device at least partially within the coupling, in particular the coupling housing.

[0026] The blocking device is preferably switchable or can be selectively activated and deactivated. Depending on the design of the blocking device, this can be done manually or by a control system. The blocking device can advantageously be controlled in such a way that it is permanently held in the locked position for a certain period of time. The locked position of the blocking device correlates in particular with the locked position of the dome lock.

[0027] If a separate locking device is provided, it is formed by a device designed and arranged to block the movement of a component of the coupling lock or to fix it in position. This can preferably be achieved by directly locking the hook plate or the main bolt, or by creating an activatable and deactivatable rigid connection between the hook plate or a component connected to it at least indirectly, preferably directly, and the coupling head housing or a component connected to the coupling head housing.

[0028] According to the second particularly advantageous embodiment, the blocking device is formed at least partially, preferably entirely, by the decoupling device in a functionally concentrated manner. In this case, in addition to the savings in components and installation space, the advantage of a jointly usable control system is also evident.

[0029] There are a number of options regarding the design of the uncoupling device. The uncoupling device that acts least indirectly on the coupling lock is preferably designed as a device from the group of the following devices: a uncoupling device comprising a drive motor, in particular an electric motor, hydraulic motor, or pneumatic motor, which acts at least indirectly on the hook plate or a component connected thereto in a rotationally fixed manner via a drive connection, or preferably acts directly on the hook plate;an electro-hydraulic decoupling device, comprising an electric motor, a hydraulic, in particular hydrostatic, pump driven by the electric motor, and at least one cylinder / piston unit actuated by the pump, wherein the piston of the cylinder / piston unit is arranged and designed to act on the hook plate directly or via at least one transmission element; an electro-mechanical decoupling device, comprising an electric motor, a transmission that can be coupled to the electric motor, wherein the output of the transmission acts indirectly via at least one further mechanical transmission element or directly on the hook plate; a pneumatic decoupling device, comprising a cylinder / piston unit, which is designed and arranged to act on the hook plate at least indirectly, preferably directly or via at least one transmission element.

[0030] Such uncoupling devices offer the advantage of being operated automatically. However, it is also conceivable to additionally or only provide a manual uncoupling device, which is arranged outside the coupling head housing and is connected to a component at least indirectly to the coupling lock for moving the coupling lock from the coupled position into an uncoupled, covered position, wherein the position of the hook plate in the uncoupled, covered position of the coupling lock is characterized by a clockwise rotation angle in an angular range of 80 to 83°, particularly preferably 81°, compared to the position of the hook plate in the coupled position of the coupling lock. In this case, the blocking device can be designed as a separate blocking device or can be implemented via the manual uncoupling device.In the aforementioned cases, when the uncoupling device or the manual uncoupling device is used as a blocking device, the uncoupling device has a locking position. The uncoupling device has a locking position in which it blocks rotation of the hook plate from the uncoupled position to the coupled position via the drive connection. Depending on the design of the uncoupling device, a) a control device is provided with which the

[0031] Decoupling device, in particular the drive motor, can be controlled in such a way as to hold it permanently in the locked position over a period of time or b) the decoupling device comprises an engine brake or a transmission brake and a control device is provided for controlling the engine brake or transmission brake with which the engine brake or the transmission brake can be controlled in such a way as to hold it permanently in the locked position over a period of time or c) the decoupling device is assigned a device for stationary fixing of a transmission element of the decoupling device and a control device is provided for controlling the device in order to hold the transmission element permanently in the locked position over a period of time.

[0032] In the case of separate design of the blocking device and the uncoupling device as well as in the case of at least partial use of components of the uncoupling device or complete use of the uncoupling device as a blocking device, the blocking device and / or uncoupling device can be arranged at least partially, preferably completely, in the coupling head housing and, if appropriate, a coupling shaft adjoining it.

[0033] A coupling arrangement for at least mechanically connecting two adjacently arranged track-bound vehicles by the interaction of two traction couplings - a traction coupling arranged on a first track-bound vehicle and a counter-traction coupling arranged on a second track-bound vehicle - is designed according to one of claims 1 to 13.

[0034] The invention is explained below with reference to the figures. The figures show in detail:

[0035] Fig. 1 a to 1 c a train coupling in different functional positions;

[0036] Fig. 2: a coupling arrangement showing the locking position;

[0037] Fig. 3a to 3b show in a simplified schematic representation the design and functioning of a blocking device.

[0038] Figures 1a and 1b illustrate in a sectional view a section of a coupling arrangement 110 for mechanically connecting two rail-bound vehicles in different functional positions of the coupling lock of a train coupling 100. Figure 1c shows in a sectional view a section of the train coupling 100 in an uncoupled, ready-to-couple position III.

[0039] The coupling arrangement 110 comprises a traction coupling 100 arranged on a first rail-bound vehicle (not shown here), and a compatible counter-traction coupling 100', which can be brought into operative connection with the coupling, on a vehicle adjacent to the first rail-bound vehicle for establishing a mechanical connection between them for the purpose of transmitting tractive force. The basic structure and function of the components involved in the coupling process are the same for both traction couplings 100 and 100', so the same reference numerals are used for these components. The basic structure of the traction coupling 100 is therefore explained using the example of the traction coupling 100.

[0040] Figure 1a illustrates, in a simplified schematic representation, an embodiment of an automatic train coupling 100 according to the invention in a coupled position I with a compatible counter-train coupling 100', using a section thereof. Figure 1b shows the train coupling 100 and compatible counter-train coupling 100' in the uncoupling position II and thus in an uncoupled position. Figure 1c shows a coupling head of the train coupling 100 on its own without a counter-train coupling in the ready-to-couple position III.

[0041] In detail, the automatic train coupling 100 has a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3. The coupling lock 3 is designed as a rotary lock, comprising a hook plate 6, referred to as the core, to which a coupling eye 5 is connected at a first end region so as to be rotatable about a coupling eye axis 8. The hook plate 6, in turn, is rotatable about the main axis 7. For this purpose, the hook plate 6 is mounted on a main bolt 19 and connected thereto in a rotationally fixed manner. The hook plate 6 has a recess at a second end region forming a so-called mouth 9, which is designed and arranged such that, when interacting with a coupling eye 5' of a compatible counter-train coupling 100' in the coupled position, it forms a barb for transmitting tensile forces. The second end region is arranged essentially opposite the first end region with respect to the main axis 7.

[0042] The coupling eye 5 of the traction coupling 10 has a first end 5.1, at which it is rotatably connected to the hook plate 6, and an opposite second end 5.2, which can be clamped into a mouth 9' of the hook plate 6' of a coupling head 1' of the counter-traction coupling 100' in order to mechanically lock the two coupling heads 1 together, as shown by way of example in Figure 1a. Accordingly, the coupling eye 5 has a crossbar (not shown in detail here) at its second end 5.2.

[0043] The core 6 of each coupling head 1 can be rotated from an uncoupled position (Figure 1b) into the coupled position (Figure 1a) or the ready-to-couple position (Figure 1c) against the force of a spring-loaded mechanism 10, which is formed, for example, by one or more tension springs. For this purpose, the spring-loaded mechanism 10 is connected, for example, at least indirectly with a first end region to the coupling head housing 2 and with a second end region to the coupling eyelet 5 in the first end region 5.1.

[0044] The pull coupling 100 or counter-pull coupling 100' further comprises a locking mechanism 20. The locking mechanism 20 is assigned to the individual coupling lock 3 and serves to hold the hook plate 6 in the ready-to-couple position. Each coupling head 1 has a plunger 11 that is displaceable in the coupling direction of the pull coupling, i.e., the direction of the longitudinal axes of the coupling heads 1, and which can be moved linearly in a guide 15 between a first position and a second position. The plunger 11 cooperates with a ratchet rod 12, which is articulated at one axial end to the hook plate 6, in particular in a region between the first and second end regions of the hook plate 6, and which extends through an opening 13 of the plunger 11.Furthermore, the latch rod 12 has a locking projection 16 in the region of the opening 13, which can be engaged with a locking projection 17 on the punch or the guide in order to prevent the latch rod 12 from moving in the direction from its second end to its first end connected to the hook plate 6, and thus a corresponding rotation of the hook plate 6. The locking projection 17 is provided, for example, on the guide 15, which forms a counterbearing 14 for establishing a locking connection with the latch rod 12. An elastic spring element 18 engages the latch rod 12 in such a way that the two locking projections 16, 17 engage, whereas the punch 11, when moved from a first position to a second position, releases the latch rod 12 from the locking connection with the counterbearing 14 against the force of the spring element 18.

[0045] Thus, in the second position of the plunger 11, the hook plate 6 can be rotated by the force of the spring accumulator 10, whereas this rotation is blocked in the locking position of the latch rod 12.

[0046] Each coupling head 1 has a profile with a cone 21 and a funnel 22 on its free end face. The cone 21 and the funnel 22 are enclosed by a flat end face 23. In the illustrated embodiment, the profile or the end face 23 is formed by an end plate 24, which can be integral with the coupling head housing 2 or can be connected to it separately.

[0047] Figure 1c shows the coupling-ready position of the coupling head 1 or the coupling lock 3. When two such coupling heads 1—the coupling head of the traction coupling 100 and that of the counter-traction coupling (not shown in this figure)—are moved toward each other in this position, the cones 21 dip into the funnels 22 of the other traction coupling 100 and press on the front of the respective plungers 11, so that the plungers 11 are moved from their first position to their second position and release the locking connections of the ratchet rods 12 with the counter bearings 14. The second ends 5.2 of the coupling eyes 5 are pushed into the mouths 9 of the hook plates 6 of the respective counter-pull couplings 100, and the hook plates 6, which are no longer blocked by the ratchet rods 12, rotate due to the force of the spring accumulators 10 from the coupling-ready position shown in Figure 1c into the coupled position shown in Figure 1a, in which the hook plates 6 abut in particular against the coupling head housings 2. The coupling eyes 8 guided in the funnels 22 engage in the mouths 9, and the two coupling closures 3, 3' are interlocked. The coupling closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23. The position of the respective dome closure 3, 3' shown in Figure 1a corresponds to the coupled position I. This position of the dome closure 3 or 3', in particular of the hook plate 6 or 6', is considered as the reference position.

[0048] To uncouple the coupling heads 1, an automated uncoupling device 30 or a manual uncoupling device 40 rotates the hook plate 6 of an actively operated coupling lock 3 of one of the traction couplings, here the traction coupling 100, against the force of the spring-loaded mechanism 10. The rotation of the coupling lock 3, in particular the hook plate 6, from this position into an uncoupled position occurs clockwise. The coupling eye 5 of this actively operated coupling lock 3 transfers the rotational movement of the hook plate 6 via the mouth 9' to the hook plate 6' of the passively operated coupling lock 3' of the counter-traction coupling 100', so that this too is rotated against the force of the spring-loaded mechanism 10'.Alternatively or additionally, the hook plate 6 of the actively operated dome closure 3 can transmit the rotational movement to the dome eyelet 5 of the passively operated dome closure 3', so that the hook plate 6' of the passively operated dome closure 3 is subsequently also rotated.

[0049] When the vehicles are separated, the pistons 11 move forward under spring force and release the ratchet rods 12. The hook plates 6 rotate under the action of the spring actuators 10, pushing the coupling eyes 5 to the edge of the cones and pulling the ratchet rods 12 into the coupling head housings 2 until their locking teeth engage the notch of the piston guide 15. The spring actuators 10 are tensioned. This restores the coupling-ready position.

[0050] When the rotation of the hook plates 6, 6' in the direction of the uncoupled positions shown in Figure 1 b has progressed far enough, the coupling eyes 5 slide on the mouths 9 of the hook plates 6 and the latch rods 12 are brought into their locking position, in which, when the punches 11 are moved into their first position when the coupling heads 1 are moved apart, the locking connection between the latch rods 12 and the counter bearings 14 can be established, i.e. the two locking projections 16, 17 hook into one another in a form-fitting manner and in the process retract the hook plate 6 from the uncoupling position into the position ready for coupling, as shown in Figure 1 c, when the coupling heads 1 are moved apart.

[0051] The coupling lock 3 of the traction coupling 100 in Figure 1a is in the coupled position. This functions as the reference position. The connecting line between the main axis 7, the coupling eye bolt 8, and the jaw 9 is indicated here as the reference line. The traction coupling 100, in particular the coupling lock 3, is designed such that the position of the coupling lock 3, in particular of the hook plate 6, in a locked position IV of the coupling lock 3 corresponds to a rotation angle in an angular range of 0 to 5° clockwise or counterclockwise relative to its position in the ready-to-couple position III. In the case shown, preferably the position of the hook plate 6 in the ready-to-couple position III. The locked position is realized in the traction coupling 100 in Figures 1a to 1c and also in the counter-traction coupling 100' in Figures 1a and 1b by means of a blocking device 50, 50'.This can be designed as a separate device - shown by means of a broken line and the reference numbers placed in brackets - or can be formed by the uncoupling device 30, 30'.

[0052] The position of the hook plate 6 in the coupling-ready position III of the coupling closure 3 is characterized by a clockwise rotation angle alpha2 in an angular range of 60 to 65°, preferably 60 to 63°, particularly preferably 61°, compared to the position of the hook plate 6 in the coupled position I of the coupling closure 3. The position of the hook plate 6 in the uncoupling position II of the coupling closure 3 is characterized by a clockwise rotation angle alpha1 in an angular range of 70 to 75°, particularly preferably 73°.

[0053] The uncoupling device 30, 30' is provided for moving the coupling lock 3 from the coupled to an uncoupled position II or III. Depending on the design, this is designed as a manual uncoupling device 40 or as an automatic uncoupling device 30. In Figures 1a to 1c, both the manual uncoupling device 40, 40' by means of a broken line and the uncoupling device 30, 30' are shown schematically as examples. The illustrations are intended merely to illustrate the possible presence, not the specific structural design. The uncoupling device 30, 30' is here, by way of example, completely integrated into the coupling head 1, in particular the coupling head housing 2 and a shaft or coupling rod possibly adjoining it.The uncoupling device 30, 30' acting at least indirectly on the coupling lock 3, 3' is embodied here, for example, as an electromechanical uncoupling device comprising a drive motor 31, in particular an electric motor, which is coupled to the hook plate 6, 6' via a drive connection 32, in particular connected thereto. The electric motor is then preferably coupled to the hook plate 6 via at least one gear.

[0054] Other designs of the uncoupling device 30, 30' not shown are also conceivable. This can, for example, be designed as a device from the group of the following devices:

[0055] - a decoupling device comprising a drive machine, in particular an electric motor or hydraulic motor or pneumatic motor, which is connected to the hook plate or directly to the hook plate via a drive connection or is effective on the latter;

[0056] - an electro-hydraulic decoupling device comprising an electric motor, a hydraulic, in particular hydrostatic, pump driven by the electric motor and at least one cylinder / piston unit actuated by the pump, wherein the piston of the cylinder / piston unit is arranged and designed to act on the hook plate directly or via at least one transmission member;

[0057] - a pneumatic decoupling device comprising a cylinder / piston unit which is designed and arranged to act on the hook plate at least indirectly, preferably directly or via at least one transmission member.

[0058] Preferably, the blocking device 50 is formed at least partially, preferably completely, by the uncoupling device 30, 30'. In this case, a control device 52 is provided, with which the uncoupling device 30, 30', in particular the drive motor 31, can be controlled in such a way as to hold it permanently in the locked position IV for a period of time, or the uncoupling device 30, 30' has an engine brake or transmission brake and a control device for controlling this in order to use it to permanently hold the hook plate 6, 6' in the locked position IV for a period of time. Alternatively, the uncoupling device 30, 30' can also be assigned a device for stationary locking of a transmission element of the uncoupling device 30, 30', wherein the control device 52 controls the stationary locking device in such a way as to hold the transmission element permanently in the locked position for a period of time.

[0059] Alternatively, only the blocking device 50 can be provided as a separate device - shown by means of a broken line.

[0060] Figure 2 shows the coupling arrangement 110 with the traction coupling 100 and the counter-traction coupling 100' in the extended position and with the locking position IV of both coupling locks 3, 3'. In this state, not all of the impact energy caused by the impact of the counter-traction coupling 100' is transferred into the blocking device (50) or, when the uncoupling device 30 is used as the blocking device 50, into the blocking device.

[0061] Figures 3a and 3b show, in a highly simplified schematic, the basic design options for a blocking device 50 and its interaction with a coupling lock 3. Figure 3a shows the blocking device (50) as a separate device, which can be activated or deactivated via a control device 52 to act on or release the coupling lock 3. Figure 3b shows the blocking device 50 as a component of the uncoupling device 30, which can be controlled via a control device 52 to move the coupling lock 3 into the locked position IV when needed.

[0062] 1 coupling head

[0063] 2 coupling head housings

[0064] 3.3' dome closure

[0065] 5.5' coupling eye

[0066] 6, 6' hook plate

[0067] 7, 7' main axis

[0068] 8, 8' coupling eye bolt

[0069] 9, 9' mouth

[0070] 10, 10' spring accumulator

[0071] 11 stamps

[0072] 12 latch rod

[0073] 13 Opening

[0074] 14 Counter bearings

[0075] 15 Guide

[0076] 16 locking projection

[0077] 17 locking projection

[0078] 18 spring element

[0079] 19 main bolts

[0080] 20 Locking

[0081] 21 pins

[0082] 22 funnels

[0083] 23 Frontal surface

[0084] 30 Uncoupling device

[0085] 31 drive machine

[0086] 32 drive connection

[0087] 40 Manual uncoupling device

[0088] 50 Blocking device

[0089] 51 connection

[0090] 52 Control device 100 Train coupling

[0091] 100' counter-pull coupling

[0092] 110 Coupling arrangement

[0093] RE reference line I coupled position

[0094] II uncoupled uncoupling position

[0095] III uncoupled ready-to-couple position

[0096] IV Locking position

[0097] Alpha 1 twist angle Alpha 2 twist angle

Claims

Patent claims 1. A train coupling (100) for a track-bound vehicle, in particular a rail vehicle, comprising a coupling head (1) which receives a coupling lock (3) with a locking device (20), wherein the coupling lock (3) is designed as a rotary lock for interacting with a coupling lock (3) of a compatible counter-train coupling (100') with a coupling eye (8) and a hook plate (6) which can be rotated about a main axis (7) between a coupled position (I) as a reference position and an uncoupled position, wherein in the uncoupled positions a distinction is made at least between an uncoupled uncoupling position (II), an uncoupled position ready for coupling (III) and a blocking position (IV);a blocking device (50, (50)) for holding the dome closure (3) in the blocking position (IV), in which a rotation of the hook plate (6) into the coupled position (I) is prevented, characterized in that the position of the dome closure (3), in particular of the hook plate (6) in the blocking position (IV) of the dome closure (3) corresponds to a rotation angle in an angular range of 0 to 5° in or counterclockwise direction relative to its position in the coupling-ready position (III), preferably corresponds to the position of the hook plate (6) in the coupling-ready position (III); 2. Train coupling (100) according to claim 1, characterized in that the position of the hook plate (6) in the coupling-ready position (III) of the coupling lock (3) compared to the position of the hook plate (6) in the coupled position (I) of the coupling lock (3) is characterized by a clockwise rotation angle in an angular range of 60 to 65°, preferably 60 to 63°, particularly preferably 61° 3. Train coupling (100) according to claim 1 or 2, characterized in that the position of the hook plate (6) in the uncoupled uncoupling position (II) of the dome closure (3) relative to the position of the hook plate (6) in the coupled position (I) of the dome closure (3) is characterized by a clockwise rotation angle in an angular range of 70 to 75°, particularly preferably 73°.

4. Train coupling (100) according to one of claims 1 to 3, characterized in that a decoupling device (30) acting at least indirectly on the coupling closure (3) is provided in order to rotate the hook plate (6) from the coupled position (1) into an uncoupled position (II, III, IV), in particular the uncoupling position (II), coupling-ready position (III).

5. Train coupling (100) according to one of claims 1 to 4, characterized in that the blocking device (50, (50)) is switchable, in particular selectively activatable and deactivatable.

6. Train coupling (100) according to one of claims 1 to 5, characterized in that a control device (52) is provided with which the blocking device (50, (50)) can be controlled in such a way as to keep it permanently in the blocking position (IV) over a period of time.

7. Train coupling (100) according to one of claims 1 to 6, characterized in that the blocking device (50, (50)) is formed by a device which is designed and arranged in such a way as to block or immobilize the movement of one of the components of the coupling lock, in particular the hook plate, main bolt for the rotatable mounting of the hook plate; locking device, etc., or to establish a rigid connection between a component of the coupling lock (3) and a stationary component, in particular a rigid connection between the hook plate or a component which is at least indirectly, preferably directly, connected to the latter in a fixed manner and the coupling head housing (2) or a component which is connected to the coupling head housing (2).

8. Train coupling (1) according to one of claims 1 to 7, characterized in that the least indirectly effective uncoupling device (30) on the coupling closure (3) is designed as a device from the group of the following devices: - a decoupling device (30) comprising a drive machine (31), in particular an electric motor or hydraulic motor or pneumatic motor, which acts at least indirectly on the coupling closure (3), in particular on the hook plate (6), via a drive connection (32) or directly on the coupling closure (3), in particular on the hook plate (6); - an electro-hydraulic uncoupling device comprising an electric motor, a hydraulic, in particular hydrostatic, pump driven by the electric motor and at least one cylinder / piston unit actuated by the pump, wherein the piston of the cylinder / piston unit is arranged and designed to act on the coupling closure (3), in particular the hook plate (6), directly or via at least one transmission member; - an electro-mechanical decoupling device comprising an electric motor, a gear unit which can be coupled to the electric motor, the output of the gear unit being effective indirectly via at least one further mechanical transmission element or directly on the coupling closure (3), in particular on the hook plate; - a pneumatic uncoupling device comprising a cylinder / piston unit which is designed and arranged to act at least indirectly, preferably directly or via at least one transmission element, on the coupling closure (3), in particular the hook plate (69).

9. Train coupling (100) according to claim 8, characterized in that the uncoupling device (30) has a position which is associated with a blocking position (IV) of the coupling closure (3), in which it prevents rotation of the Hook plate (6) is blocked from the uncoupled position into the coupled position (I) via the drive connection (32), wherein a) a control device (52) is provided with which the uncoupling device (30), in particular the drive motor (31), can be controlled in such a way as to hold it permanently in the locked position (IV) for a period of time, or b) the uncoupling device (30) comprises an engine brake or transmission brake and a control device (52) for controlling this in order to hold the uncoupling device permanently in the locked position (IV) for a period of time; c) the uncoupling device (30) is assigned a device for stationary fastening of a transmission element of the uncoupling device (30), and a control device (52) is provided for controlling this device in order to hold the transmission element permanently in this position, which is assigned to the locked position (IV) of the coupling lock (3), for a period of time.

10. Train coupling (100) according to one of claims 1 to 9, characterized in that a manual uncoupling device (40) is provided, which is arranged outside the coupling head housing (2) and with a component at least indirectly connected to the coupling lock (3) for moving the coupling lock (3) from the coupled position (1) into an uncoupled, covered position, wherein the position of the hook plate in the uncoupled, covered position of the coupling lock is characterized by a clockwise rotation angle in an angular range of 80 to 83°, particularly preferably 81°, compared to the position of the hook plate in the coupled position of the coupling lock.

11. Train coupling (100) according to one of claims 1 to 10, characterized in that the blocking device (50) at least partially, preferably completely formed by the uncoupling device (30) or manual uncoupling device (40).

12. Train coupling (100) according to claim 11, characterized in that the control device (52) of the blocking device (50) is formed by the control device (52) of the uncoupling device (30).

13. Train coupling (100) according to one of claims 1 to 12, characterized in that the blocking device (50, (50)) and / or Uncoupling device (30) is arranged at least partially, preferably completely in the coupling head housing (2) and optionally a coupling shaft adjoining it.

14. Coupling arrangement (110) for at least mechanically connecting two adjacently arranged track-bound vehicles by the interaction of two traction couplings - a traction coupling (100) arranged on a first track-bound vehicle and a counter-traction coupling (110') arranged on a second track-bound vehicle according to one of claims 1 to 13.

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