Automatic train coupling, decoupling device for an automatic train coupling, and rail vehicle comprising an automatic train coupling

Abstract

The invention relates to an automatic train coupling, in particular for a freight car of a rail vehicle, comprising a coupling head which comprises a coupling head housing and a coupling lock with a latch, wherein the coupling lock is designed as a rotary lock having a coupling link and a hook plate, the hook plate can be rotated about a main axis between a coupled position and a decoupled position, the coupling link is connected, at a first end, to the hook plate for rotation about a coupling link axis and has a second free end, and the hook plate has jaws designed to receive a second end of a coupling link of a mating or compatible coupling head; an electrically, hydraulically, or pneumatically actuated decoupling device which is at least indirectly connected to the hook plate via a driving connection in order to rotate the hook plate from the coupled position into the decoupled position; and a coupling head support structure and a coupling rod, said coupling head being movably mounted in the coupling head support structure with the interposition of the coupling rod. The automatic train coupling according to the invention is characterized in that the decoupling device is mounted in the coupling head support structure outside of the coupling head housing, the coupling head together with the coupling lock can be moved relative to the decoupling device, and the driving connection is flexible in order to compensate for relative movements between the coupling head and the decoupling device.

Description

[0001] Automatic train coupling, uncoupling device for an automatic train coupling and rail vehicle with an automatic train coupling

[0002] The present invention relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of claim 1, as well as to a decoupling device for an automatic train coupling, in particular of a freight wagon of a rail vehicle according to the preamble of claim 15 and to a rail vehicle with an automatic train coupling.

[0003] In practice, automatic train couplings of this type 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 frog. The frog is rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eye is connected to the frog by a first end rotatable about a coupling eye axis and has a second free end. The frog has a mouth for receiving a corresponding second end of a coupling eye of an identical or at least compatible coupling head.

[0004] A spring-loaded mechanism is attached to the frog. The frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the coupled position by the force of the spring-loaded mechanism.

[0005] The uncoupled position is also referred to as the ready-to-couple position, since in this position the train couplers of the two cars can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated into a position that is over-tightened compared to the ready-to-couple position, i.e., opened more than necessary. In this over-tightened position, the spring-loaded mechanism is maximally tensioned. This over-tightened position also constitutes a ready-to-couple or uncoupled position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncoupled position is also referred to as the waiting position.

[0006] The locking mechanism, which holds the coupling lock in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is pivotally connected to the frog and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet bar blocks the frog 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.

[0007] The automatic train coupling of this type works as follows: Two coupling heads, either identical or at least compatible in terms of coupling function, on two vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in place by rotating the frog there. This mechanically couples the two vehicles. The two coupling locks are loaded exclusively by tensile forces, which are evenly distributed between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs.Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone and funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0008] When two rail vehicles are moving towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, causing the pistons to release the latching rods from their latching position. This releases the coupling locks and they are rotated by the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the security of the dome closure.

[0009] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to move the ratchet rods sufficiently so that, when the vehicles are separated, the frogs are prevented from rotating back from the overdrawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions. Decoupling devices are available in various designs. For example, manually operated, mechanical decoupling devices have levers, cables, and / or chain hoists that act on different types of locks and, when activated, release the locked position.

[0010] Automated uncoupling devices comprise a pneumatic cylinder, an electric motor or a linear actuator as a drive, which uncouples the train coupling.

[0011] DE 29 23 195 C2 discloses a remotely operable uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position. The frog is attached to a main bolt that is rotatably mounted in a coupling housing. Attached to the main bolt as a component of the uncoupling device is an actuating arm whose forked free end forms two teeth. The uncoupling device further comprises an electric motor with an associated worm shaft that is mounted in a housing. The worm shaft engages a worm gear that is rotatably mounted on a bearing pin that is mounted in a housing and arranged parallel to the main bolt.A hub is attached to the worm gear, supporting a cam disc at a distance. The hub and cam disc are firmly connected to each other and can rotate on the bearing pin, supporting two rollers between them. To decouple, a manual pulse is given from the driver's cab to operate the electric motor.

[0012] EP 3470 295 A1 discloses an electric linear actuator that engages the main pin via a lever. The linear actuator comprises a cylinder that is hinged to the coupling housing, either directly or via an intermediate plate. DE 10 2021 133 227 A1 discloses a generic automatic train coupling in which the uncoupling device is arranged either entirely within the coupling head housing or entirely within the coupling head housing and a coupling rod adjoining the coupling head housing. This saves installation space outside the coupling head housing, and the uncoupling device is shielded from the environment and protected from environmental influences by the coupling head housing. The features known from DE 10 2021 133 227 A1 are summarized in the preamble of claim 1.

[0013] A disadvantage of the known embodiments is that the decoupling device, due to its arrangement in the coupling head housing or mounted externally on the coupling head housing, is exposed to the comparatively strong shock loads of the coupling head housing. For example, the coupling shock is transmitted via the coupling head housing to a decoupling device rigidly mounted on the coupling head housing. This can subject rolling bearings and gear components in the decoupling device in particular to comparatively high stress and undesirable wear. Furthermore, if the decoupling device is arranged within the coupling head housing, the coupling head housing must be disassembled for maintenance or in the event of a fault in order to remove and replace the actuator of the decoupling device.

[0014] The present invention is therefore based on the object of improving an automatic train coupling, in particular for a freight car of a rail vehicle, for example of the embodiment described above, in such a way that the service life of the uncoupling device is extended. Furthermore, a correspondingly improved uncoupling device for an automatic train coupling is to be specified.

[0015] The object of the invention is achieved by an automatic train coupling having the features of claim 1 and a decoupling device having the features of claim 15. The dependent claims specify advantageous and particularly expedient embodiments of the invention as well as a rail vehicle with an automatic train coupling according to the invention.

[0016] The automatic train coupling according to the invention, which is designed in particular as an automatic train coupling for a freight car of a rail vehicle, has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. Locking means that the coupling lock can be locked in at least one position in a rotationally fixed manner, as will be apparent from the following.

[0017] The coupling lock is designed as a rotary lock with a coupling eye and a frog, with the frog being rotatable about a main rotation axis between a coupled position and an uncoupled position. The coupling eye is connected to the frog at a first end, rotatable about a coupling eye axis, and has a second free end.

[0018] The frog has a mouth arranged to receive a second end of a coupling eye of an opposite or compatible coupling head.

[0019] Furthermore, an electrically, hydraulically or pneumatically operated uncoupling device is provided, which comprises, for example, an electric motor, hydraulic motor, pneumatic motor or linear drive and which is at least indirectly connected to the frog via a drive connection in order to rotate the frog from the coupled position into the uncoupled position.

[0020] The locking mechanism allows the frog to be held in a rotationally fixed position, particularly in the uncoupled position, the so-called ready-to-couple position. The automatic train coupler comprises a coupling head support structure and a coupling rod, with the coupling head being movably mounted in the coupling head support structure with the coupling rod interposed.

[0021] According to the invention, the uncoupling device is mounted outside the coupling head housing in the coupling head support structure, the coupling head with the coupling lock is movable relative to the uncoupling device and the drive connection between the uncoupling device and the frog is flexible to compensate for relative movements of the coupling head with respect to the uncoupling device.

[0022] By means of the invention, the uncoupling device is mechanically decoupled from the coupling head housing in such a way that impact forces and accelerations exerted on the coupling head housing can only be transmitted to the uncoupling device in a dampened manner.

[0023] Preferably, the coupling head is mounted in the coupling head support structure with springs and / or damping. This achieves the desired mobility of the coupling head, for example, the ability of the coupling head with the coupling rod to pivot horizontally and vertically relative to the coupling head support structure. Furthermore, impact forces and accelerations from the coupling head are transmitted to the coupling head support structure in a dampened manner.

[0024] Particularly preferably, the coupling head is mounted in the coupling head support structure with springs and / or damping in the longitudinal direction of the coupling rod. This serves to absorb coupling shocks.

[0025] According to one embodiment, the coupling head is rotatable about a longitudinal axis of the coupling rod in order to allow torsional movements during operation and / or during coupling. Particularly preferably, the coupling head support structure comprises a vertical support for the coupling head and / or the coupling rod, and the uncoupling device is mounted in the vertical support. This has the advantage that direct fastening of the uncoupling device to the car body of the rail vehicle is not necessary. Since different rail vehicles have different car bodies with different geometries, individual adaptation of the fastening points of the uncoupling device is thus eliminated, as it can always be fastened identically to the vertical support. A corresponding fastening is also possible additionally or alternatively in another area of ​​the coupling head support structure away from the car body.

[0026] According to an advantageous embodiment of the invention, the drive connection between the uncoupling device and the frog comprises a cable pull and / or a Bowden cable. Such a cable pull and / or Bowden cable offers particular flexibility to compensate for the relative movements between the coupling head with the frog mounted therein and the uncoupling device.

[0027] For example, the drive connection comprises a lever that is at least indirectly connected to the frog in a rotationally fixed manner, and the cable or Bowden cable acts on this lever.

[0028] The decoupling device can be designed, for example, as an electric decoupling device, as an electromechanical decoupling device comprising an electric motor and a transmission coupled to the output of the electric motor, or as an electrohydraulic decoupling device comprising an electric motor and a cylinder-piston unit at least indirectly coupled to the electric motor, or as a pneumatic decoupling device.

[0029] The decoupling device, in particular its output, is connected at least indirectly to the frog via a drive connection. If the decoupling device comprises an electric motor with an output rotating around an output axis of rotation, an output cam or an output lever is preferably connected to the output, either directly or via a transmission device, in particular a gear, in order to actuate the drive connection, in particular the cable and / or Bowden cable.

[0030] According to a particularly advantageous embodiment of the invention, the decoupling device comprises an electric motor with an output rotating around an output axis of rotation, to which an output cam or an output lever is connected to actuate the cable or Bowden cable. By driving the output around the output axis of rotation, the output cam or the output lever pulls on the cable or Bowden cable and thus rotates the frog, in particular via the lever connected there, to which the cable or Bowden cable engages.

[0031] For translation and / or changing the alignment, a gearbox coupled to the output of the electric motor is preferably provided.

[0032] The lever which is at least indirectly connected to the frog, and in particular is directly connected to a main bolt which supports the frog in a rotationally fixed manner, can also be designed as a cam disc to which the cable or Bowden cable is attached on the outside.

[0033] According to an alternative embodiment, the uncoupling device comprises a linear drive, in particular a pneumatic, electric, or hydraulic linear drive, which engages an output cam or an output lever to actuate the cable or Bowden cable or to pull it to rotate the frog into the uncoupled position. Here, too, the lever on the frog or on the main pin can, if appropriate, be designed as a cam. According to a preferred embodiment of the invention, in addition to the uncoupling device, a manual uncoupling device is provided, which is at least indirectly connected to the frog for rotating the frog about the main axis from the coupled position to the uncoupled position.

[0034] According to a first particularly advantageous embodiment, the manual uncoupling device can be designed and arranged to use at least part of the transmission path between the uncoupling device and the frog in functional concentration or, according to a second embodiment, can be designed as a separate device for acting on the frog, free from use of the transmission path between the uncoupling device and the frog.

[0035] In one embodiment according to the first embodiment, the manual decoupling device engages, for example, the output cam or the output lever. For example, a manually operable manual actuation device, such as a lever with a handle, is connected to the manual decoupling device directly to the output cam or the output lever, or to an output shaft that supports the output cam or the output lever in a rotationally fixed manner.

[0036] According to another advantageous embodiment, the manual decoupling device is connected to the output cam disc or the output lever via a further cable pull or Bowden cable.

[0037] In both cases, the drive connection between the output cam or output lever and the frog can be used for both the automatic uncoupling device and the manual uncoupling device, whereby the manual uncoupling device can be positioned anywhere on the vehicle when the manual uncoupling device is connected via additional transmission devices to the output cam or output lever. In the second configuration, the manual uncoupling device is connected to the frog, for example, via an additional cable or Bowden cable.

[0038] Preferably, the manual uncoupling device can be provided, for example, with two manual actuating devices for its actuation, wherein one manual actuating device is positioned on each side of the coupling head support structure.

[0039] The manual operating device can, for example, be attached to the vertical support or the car body.

[0040] If a manual decoupling device acts on the output cam or the output lever, the electric motor or the linear drive is preferably connected to the output cam or the output lever via a freewheel in order to be able to rotate the output cam or the output lever with the manual decoupling device without rotating the electric motor or moving the linear drive.

[0041] The uncoupling device can be controlled remotely, manually, for example, via a push-button switch, or automatically via a control device, such as a car control unit of the rail vehicle to which the automatic train coupling is connected. Operation via a locomotive control unit is also possible. In addition to or as an alternative to the remote control, a push-button switch or the like can also be provided directly on the uncoupling device or in its vicinity to operate the uncoupling device.

[0042] According to one embodiment of the invention, the uncoupling device can be configured to hold the frog in the uncoupled position and / or the initially mentioned overdrawn position. The manual uncoupling device can, for example, comprise a manually rotatable lever as a manual operating device, in particular on one or both sides of the car body.

[0043] The automatic train coupling is preferably modular in design, comprising the coupling head with the components accommodated in the coupling head as the first module, the uncoupling device as the second module, and / or the manual uncoupling device as the third module. Depending on the desired design, the uncoupling device and / or the manual uncoupling device can be provided for moving the frog from the coupled position to the uncoupled position.

[0044] The vertical support preferably comprises a cross member extending transversely to the longitudinal axis of the coupling rod, which is arranged below the coupling rod and on which the coupling rod rests at least indirectly, in particular resiliently. Particularly preferably, a center reset lever can be provided on each side of the coupling rod, which is in particular connected to the cross member in an articulated manner, in order to resiliently press the coupling rod into a zero position in which it is arranged in the longitudinal direction of the car body. The uncoupling device and / or the manual uncoupling device can then preferably be mounted on the cross member.

[0045] According to an alternative embodiment of the invention, the uncoupling device and / or the manual uncoupling device is / are mounted on the car body.

[0046] A decoupling device according to the invention for an automatic train coupling, in particular of a freight car of a rail vehicle, comprises a drive in the form of an electric motor, hydraulic motor, pneumatic motor or linear drive and a lever for at least indirect connection to a core of the automatic train coupling, for example as previously shown.

[0047] According to the invention, the drive is connected to the lever via a Bowden cable or pulley for its operation. Thus, as shown, the frog can be rotated from its coupled position to its uncoupled position by pulling the Bowden cable or pulley.

[0048] Preferably, an output cam disc or an output lever is connected to the drive (directly or indirectly via further transmission devices, such as a gear), to which the Bowden cable or the cable pull acts in order to apply a tensile force to the Bowden cable or cable pull for uncoupling the automatic pull coupling by rotating the output cam disc or the output lever with the drive.

[0049] As explained above, the automatic train coupling can be provided with a locking device which in particular comprises the illustrated ratchet rod and the plunger and operates as described above.

[0050] A rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.

[0051] The invention will be described below using an exemplary embodiment and the figures.

[0052] They show:

[0053] Figure 1 is a sectional view of an automatic train coupling according to the invention;

[0054] Figure 2 shows a schematic representation of an automatic train coupling according to the invention in a plan view from above; Figure 3 shows a schematic representation of another embodiment of an automatic train coupling according to the invention in a plan view from above;

[0055] Figure 4 shows an embodiment of an automatic train coupling according to the invention in a plan view obliquely from below;

[0056] Figure 5 shows the train coupling from Figure 4 in a plan view from below.

[0057] Figure 1 schematically shows an embodiment of an automatic train coupling according to the invention in an uncoupled position of the coupling lock 3 or its frog 6. The associated uncoupling device can be seen in Figures 2 to 5. In detail, the automatic train coupling 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, with the frog 6, to which a coupling eye 5 is connected so that it can rotate about a coupling eye axis 8. The frog 6, in turn, is rotatable about the main axis 7. For this purpose, the frog 6 is mounted on a main bolt 19 and connected to it in a rotationally fixed manner.

[0058] As shown in Figure 1, a manual operating device 20 can engage the main pin 19 to manually uncouple the coupling lock 3. Secondly, an actuator of a valve (not shown here) of a compressed air line, in particular a brake air line HL, can be controlled via the main pin 19, so that when the coupling lock 3 is turned into the coupled position, the valve is opened, and when the coupling lock 3 is turned into the uncoupled position, the valve is closed. However, the manual operating device 20 can also be integrated with the uncoupling device 11 according to the invention, as will be described below. The coupling eye 5 has a first end 5.1, at which it is rotatably connected to the frog 6, and an opposite second end 5.2, which can be clamped into a mouth 9 of the frog 6 of an identical or compatible coupling head 1 in order to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a crossbar at its second end 5.2 (not shown in detail here).

[0059] The core 6 of each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.

[0060] Figure 1 shows a decoupled position of the coupling head 1 or the coupling lock 3. Such a decoupled position, which is also referred to as the ready-to-couple position, can also be the overdrawn position mentioned above.

[0061] When two coupling heads 1 are moved towards each other in the uncoupled position of the coupling lock or frog 6 shown in Figure 1, the cones 21 dip into the funnels 22 and unlock the locking of the coupling lock 3, for example by the cones 21 pressing on the plungers 26 of the locking device, thereby releasing a locking connection, for example of the ratchet rods 27, so that the frogs 6 are no longer blocked against rotation into the coupled position and rotate into the coupled position due to the force of, for example, the spring accumulator 4. The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are interlocked.

[0062] The coupling locks 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24. The coupling head 1 is connected to the free end of a coupling rod 10 and, as can be seen from Figures 2 to 5, is movably mounted in a coupling head support structure 13. The coupling head support structure 13 comprises, for example, a vertical support 14, with which the coupling rod 10 and thus indirectly the coupling head 1 is supported vertically from below, wherein the coupling rod 10 rests on a bracket 16 spring-mounted in a cross member 15. The vertical support 14 further has a center reset

[0063] 17, which comprises two return levers 17.1, 17.2, which enclose the coupling rod 10 in the horizontal direction between them and resiliently rest against the coupling rod 10 in order to deflect it around a vertical axis

[0064] 18 to the horizontal center. For this purpose, springs 25 are connected to the reset levers 17.1, 17.2 and the cross member 15, which pull the lower ends of the reset levers 17.1, 17.2, which are pivotally connected to the cross member 15, outwards and thus pull the upper ends of the reset levers 17.1, 17.2 inwards against the coupling rod 10 or at least in the direction of the coupling rod 10 if play is provided between the coupling rod 10 and the reset levers 17.1, 17.2 in the zero position of the coupling rod 10.

[0065] The coupling rod 10 is pivotably mounted about the vertical axis 18 and a horizontal axis 28 in the coupling head support structure 13, which comprises both the vertical support 14 and a car body part 29 of the car body 30 of the rail vehicle, to which the automatic train coupling is connected. The vertical support 14 is connected to the car body 30 in the area of ​​the front end, in particular as a separate component.

[0066] Furthermore, as indicated in Figure 2, the coupling rod 10 is designed to be spring-loaded in the longitudinal direction in order to transmit coupling shocks to the car body 30 only in a damped manner. If necessary, the coupling head 1 can also be rotatable about the longitudinal axis of the coupling rod 10, in particular against a spring force.

[0067] According to the invention, a decoupling device 11 is mounted in the coupling head support structure 13 outside the coupling head housing 2, and the coupling head 2 with the coupling lock 3 is movable relative to the decoupling device 11. Between the decoupling device 11 and the center piece 6, a flexible drive connection is provided to compensate for relative movements of the coupling head 2 with respect to the decoupling device 11. According to the embodiments of Figures 2, 4, and 5, this drive connection comprises a Bowden cable 31 and, according to the embodiment of Figure 3, a cable 32. A Bowden cable 31 and a cable 32 could also be combined with one another.

[0068] Both the Bowden cable 31 and the cable pull 32 engage a lever 33, which is connected to the frog 6 in a rotationally fixed manner, in the illustrated embodiment via the main bolt 19, which supports the frog 6. The lever 33 is preferably designed as a cam disk, on whose outer circumference the Bowden cable 31 or the cable pull 32 is guided.

[0069] At its other end, the Bowden cable 31 or the cable pull 32 is connected to an output cam 34, which is connected to an output of the decoupling device 11. For example, the decoupling device 11 comprises an electric motor 12 with an output rotating around an output rotation axis 12.1, to which the output cam 34 is connected. Instead of an output cam 34, a simple output lever could also be provided to actuate the cable pull 32 or the Bowden cable 31.

[0070] Instead of the electric motor 12, a linear drive could also be provided, for example, which acts on the output cam disc 34 or an output lever in order to rotate it accordingly about an output rotation axis of the decoupling device 11.

[0071] In addition to the automatic uncoupling device 11, a manual uncoupling device 35 is provided, which is at least indirectly connected to the frog 6 for rotating the frog 6 about the main axis 7 from the coupled position to the uncoupled position. In the exemplary embodiments shown, the manual uncoupling device 35 engages the output cam 34 or, alternatively, the output lever in order to rotate it to actuate the Bowden cable 31 or the cable 32. The manual uncoupling device comprises, for example, a manual actuation device 20 in the form of a hand lever that can be pivoted by hand and is connected in a rotationally fixed manner to the output cam 34 or is in a driving connection with it in order to rotate it. In particular, the manual uncoupling device 35 comprises such a manual actuation device 20 on each side of the car body 30 and in particular of the vertical support 14.This is indicated by way of example in Figure 3, but can also be carried out, for example, in the embodiment according to Figure 2.

[0072] In the embodiment shown in Figure 3, the manual decoupling device 35 and the electric motor 12 are connected to the output cam 34 via a gear drive 36, with the manual decoupling device 35 engaging the output of the electric motor 12, which rotates around the output rotation axis 12.1. In the embodiment shown in Figure 2, the electric motor 12 is connected to the output cam 34 via an angular gear 37, and the manual decoupling device 35 engages an output of the angular gear 37. However, both embodiments are to be understood as examples; they could be interchanged or designed differently.

[0073] In the embodiment according to Figure 3 with the cable pull 32, the cable 39 is guided over deflection pulleys 38. If necessary, a pulley system can be designed to reduce the necessary adjustment force that must be applied with the manual actuation device 20.

[0074] A freewheel may be provided between the manual uncoupling device 35 and the output cam disc 34 so that the drive of the uncoupling device 11 does not have to be moved with the manual uncoupling device 35.

[0075] List of reference symbols

[0076] 1 coupling head

[0077] 2 coupling head housings

[0078] 3 dome closure

[0079] 4 spring accumulators

[0080] 5 coupling eyelet

[0081] 5.1 first end

[0082] 5.2 second end

[0083] 6 Heart

[0084] 7 Main axis

[0085] 8 coupling eye axle

[0086] 9 mouths

[0087] 10 Coupling rod

[0088] 11 Uncoupling device

[0089] 12 electric motor

[0090] 12.1 Output rotary axis

[0091] 13 Coupling head support structure

[0092] 14 Vertical support

[0093] 15 T rverse

[0094] 16 Console

[0095] 17 Center reset

[0096] 17.1 first reset lever

[0097] 17.2 second reset lever

[0098] 18 Vertical axis

[0099] 19 main bolts

[0100] 20 Manual operating device

[0101] 21 pins

[0102] 22 funnels

[0103] 23 Frontal surface

[0104] 24 Front plate 25 Spring

[0105] 26 stamps

[0106] 27 latch rod

[0107] 28 Horizontal axis 29 Car body part

[0108] 30 car body

[0109] 31 Bowden cable

[0110] 32 cable pull

[0111] 33 Lever 34 Output cam

[0112] 35 Manual uncoupling device

[0113] 36 Gear drive

[0114] 37 Angle gears

[0115] 38 pulley 39 rope

Claims

Patent claims 1 . Automatic train coupling, in particular for a freight wagon of a rail vehicle, with a coupling head (1) which comprises a coupling head housing (2) and a coupling lock (3) with a locking device, wherein the coupling lock (3) is designed as a rotary lock with a coupling eye (5) and a frog (6), wherein the frog (6) is rotatable about a main axis (7) between a coupled position and an uncoupled position, the coupling eye (5) is connected to the frog (6) with a first end (5.1) so as to be rotatable about a coupling eye axis (8) and has a second free end (5.2); and the frog (6) has a mouth (9) which is designed to receive a second end (5.2) a coupling eye (5) of an identical or compatible coupling head (1) is arranged; with an electrically, hydraulically or pneumatically operated uncoupling device (11) which is connected at least indirectly to the frog (6) via a drive connection in order to rotate the frog (6) from the coupled position into the uncoupled position; with a coupling head support structure (13) and a coupling rod (10), wherein the coupling head (1) is movably mounted in the coupling head support structure (13) with the coupling rod (10) interposed; characterized in that the uncoupling device (11) is mounted outside the coupling head housing (2) in the coupling head support structure (13), the coupling head (1) with the coupling closure (3) is movable relative to the uncoupling device (11) and the drive connection is flexible to compensate for relative movements of the coupling head (1) with respect to the uncoupling device (11).

2. Automatic train coupling according to claim 1, characterized in that the coupling head (1) is mounted in a spring-loaded and / or damped manner in the coupling head support structure (13).

3. Automatic train coupling according to claim 2, characterized in that the coupling head (1) is mounted in the coupling head support structure (13) in a spring-loaded and / or damped manner in the longitudinal direction of the coupling rod (10).

4. Automatic train coupling according to one of claims 1 to 3, characterized in that the coupling head (1) with the coupling rod (10) is pivotable horizontally and vertically relative to the coupling head support structure (13).

5. Automatic train coupling according to one of claims 1 to 4, characterized in that the coupling head (1) is rotatable about a longitudinal axis of the coupling rod (10).

6. Automatic train coupling according to one of claims 1 to 5, characterized in that the coupling head support structure (13) comprises a vertical support (14) for the coupling head (1) and / or the coupling rod (10) and the uncoupling device (11) is mounted in the vertical support (14).

7. Automatic train coupling according to one of claims 1 to 6, characterized in that the drive connection comprises a cable pull (32) and / or a Bowden cable (31).

8. Automatic train coupling according to claim 7, characterized in that the drive connection comprises a lever (33) which is at least indirectly connected in a rotationally fixed manner to the frog (6) and the cable (32) or Bowden cable (31) acts on the lever (33).

9. Automatic train coupling according to one of claims 7 or 8, characterized in that the uncoupling device (11) is designed as an electromechanical uncoupling device, comprising an electric motor and a gear coupled to the output of the electric motor, or as an electrohydraulic uncoupling device, comprising an electric motor and a cylinder-piston unit at least indirectly coupled thereto, or as a pneumatic uncoupling device.

10. Automatic train coupling according to one of claims 7 to 9, characterized in that the uncoupling device (11) comprises an electric motor (12) with an output rotating about an output axis of rotation (12.1), to which an output cam disc (34) or an output lever is connected, in particular at least indirectly or directly, in order to actuate the cable pull (32) and / or Bowden cable (31).

11. Automatic train coupling according to one of claims 7 to 9, characterized in that the uncoupling device (11) comprises a linear drive which engages an output cam disc (34) or an output lever in order to actuate the cable pull (32) and / or Bowden cable (31).

12. Automatic train coupling according to one of claims 1 to 11, characterized in that in addition to the uncoupling device (11) a manual uncoupling device (35) is provided, which is at least indirectly connected to the frog (6) for rotating the frog (6) about the main axis (7) from the coupled position to the uncoupled position.

13. Automatic train coupling according to claim 12 and one of claims 9 or 10, characterized in that the manual uncoupling device (35) engages the output cam disc (34) or the output lever.

14. Automatic train coupling according to claim 13, characterized in that the manual uncoupling device (35) has two manual actuating devices (20) for its actuation, wherein one manual actuating device (20) is positioned on each side of the coupling head support structure (13).

15. Automatic train coupling according to one of claims 13 or 14, characterized in that the electric motor (12) or the linear drive is connected via a freewheel to the output cam disc (34) or the output lever.

16. Uncoupling device for an automatic train coupling, in particular of a freight wagon of a rail vehicle, with a drive in the form of an electric motor (12), hydraulic motor, pneumatic motor or linear drive, with a lever (33) for at least indirect connection to a frog (6) of the automatic train coupling, characterized in that the drive is connected to the lever (33) via a Bowden cable (31) or cable pull (32) for actuating the lever.

17. Uncoupling device according to claim 16, characterized in that an output cam disc (34) or an output lever is connected to the drive, to which the Bowden cable (31) or cable pull (32) engages in order to apply a tensile force to the Bowden cable (31) or cable pull (32) for uncoupling the automatic pull coupling by rotating the output cam disc (34) or the output lever with the drive.

18. A rail vehicle with an automatic train coupling according to one of claims 1 to 17.

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