Coupling system, rail vehicle unit and method for decoupling

Abstract

The present invention relates to a coupling system (1, 1', 1'') for a rail vehicle unit (2), having a coupling unit (10) with at least one coupling element (11) which can be moved between a coupling position and a decoupling position, and having a decoupling mechanism (20) with a decoupling actuation element (21) which can be operatively connected to the coupling element (11) and which can be moved between an idle position and an actuation position in which the coupling element (11) was moved by the decoupling actuation element (21) into the decoupling position, wherein the decoupling actuation element can be hydraulically controlled via a hydraulic line (23) which is operatively connected to the decoupling mechanism (20).

Description

[0001] DESCRIPTION

[0002] Coupling system, rail vehicle unit and method for uncoupling

[0003] The present invention relates to a coupling system for a rail vehicle unit, a rail vehicle unit with at least one such coupling system and a method for uncoupling two rail vehicles.

[0004] Rail vehicle units, such as wagons, but also locomotives or railcars, can be combined into 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 coupling, for example, can be used as a coupling.

[0005] However, with the couplings used, it is often necessary that uncoupling requires manual operation. Especially with uncoupling mechanisms that are located directly on a coupling head, the uncoupling process can therefore require entering the area between two rail vehicle units. Especially during shunting operations, where the rail vehicle units roll, albeit at comparatively low speeds of, for example, up to 6 km / h during push-off or hump operation, entering the area between the rail vehicle units poses a significant risk to the operating personnel. In addition, uncoupling mechanisms can require relatively high operating forces. Both entering the area between the rail vehicle units and the requirement for the operating personnel to apply comparatively high forces to uncouple entail corresponding risks for the operating personnel.

[0006] The object of the present invention is to avoid or at least reduce risks for operating personnel during uncoupling operations. This object is achieved by the subject matter of the independent claims. Advantageous further developments are the subject matter of the dependent claims.

[0007] According to the invention, a coupling system for a rail vehicle unit comprises a coupling unit with at least one coupling element movable between a coupling position and a decoupling position, and an uncoupling mechanism with an uncoupling actuating element operatively connectable to the coupling element and 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 uncoupling actuating element is hydraulically controllable via a hydraulic line operatively connected to the uncoupling mechanism.

[0008] The coupling unit is, for example, a Scharfenberg coupling with a hook disc with a main pin as the coupling element, which can perform a rotational movement in order to be moved from a coupling position to a decoupling position and vice versa. A hook disc is also understood in particular as the technical term "core piece" commonly used in the description of Scharfenberg couplings. In this exemplary embodiment, the decoupling actuation element can be connected directly to the coupling element or at least connectable to the coupling element in an actuating position.Alternatively, the decoupling actuating element can be connected to another component of the clutch system or at least connectable to the clutch element in an actuating position, wherein this other component then causes the clutch element to move into the uncoupling position upon movement of the decoupling actuating element into the actuating position. In other words, the operative connectability of the decoupling actuating element to the clutch element relates to a direct or indirect connection that causes the clutch element to move into the uncoupling position. The connection does not have to be a physical connection, but can also be an operative connection, for example, the release of a spring force effect that can be converted into a movement of the clutch element.The term "connectability" refers to the movement of the decoupling actuating element from the rest position to the actuating position comprising an initial movement section in which no operative connection has yet been established. For example, the decoupling actuating element may first be movable a certain distance from the rest position toward the actuating position before an operative connection is established, which causes a transfer of movement to the coupling element. This can prevent minor movements of the decoupling actuating element from triggering an unintentional decoupling process.

[0009] The hydraulic controllability of the decoupling actuating element refers to the movement of the decoupling actuating element as a function of hydraulic pressure. The controllability of the decoupling actuating element is thus independent of the availability of pneumatic pressure or corresponding supply lines.

[0010] In addition, by maintaining hydraulic pressure, which holds the decoupling actuating element in the actuating position, the coupling element can also be held in the uncoupling position. This not only enables uncoupling, but also prevents re-coupling. Holding the decoupling actuating element in the actuating position corresponds to blocking the decoupling actuating element and, consequently, holding the coupling element in a buffer position.

[0011] The hydraulic controllability of the decoupling actuating element allows the decoupling actuating element to be controlled or activated even at locations further away from the coupling unit, whereby the actuating forces can be kept comparatively low compared to mechanical actuation via a cable pull or the like. This allows, for example, the actuation to be relocated from the area between two rail vehicle units in a simple manner and with tolerable actuating forces. For example, the decoupling mechanism is a hydraulic cylinder with a piston as the decoupling actuating element. The piston can be preloaded towards the rest position by a spring mechanism as a preload mechanism between a piston surface, from which a piston rod protrudes, and a cylinder wall opposite this piston surface.When hydraulic pressure is applied to a piston surface opposite the piston surface from which the piston rod protrudes, the piston can be moved into the actuating position against the spring force of the spring mechanism. The decoupling actuating element is held in the actuating position as long as the hydraulic pressure exceeds the acting spring force.

[0012] In one embodiment, the clutch system includes at least one decoupling activation mechanism operatively connected to the decoupling actuating element via the hydraulic line. The at least one decoupling activation mechanism is configured to move the decoupling actuating element into the actuating position when actuated for decoupling.

[0013] The decoupling activation mechanism is therefore the mechanism by which a hydraulic fluid is supplied to the decoupling mechanism via the hydraulic line in order to move the decoupling actuating element into the decoupling position as a result of the increasing hydraulic pressure and to hold it there as long as the hydraulic pressure is maintained.

[0014] In one embodiment, a buffer position switching mechanism is arranged in the hydraulic line between the decoupling mechanism and the at least one decoupling activation mechanism. The buffer position switching mechanism is configured to block and open the connection between the decoupling mechanism and the at least one decoupling activation mechanism, wherein a blocking corresponds to a buffer position of the coupling element, in which the coupling element is held in the decoupling position. The buffer position switching mechanism can, for example, be a 2 / 2-way valve. In a blocking position of the 2 / 2-way valve, the buffer position switching mechanism interrupts, i.e., blocks, the hydraulic connection between the decoupling mechanism and the at least one decoupling activation mechanism.Thus, the hydraulic pressure for holding the decoupling actuating element in the actuating position can be maintained independently of the decoupling activation mechanism. If the 2 / 2-way valve is moved to an open position in which the hydraulic connection between the decoupling mechanism and the at least one decoupling activation mechanism is re-established, the buffer position of the decoupling actuating element can be released by relieving pressure from the decoupling actuating mechanism via the decoupling activation mechanism.

[0015] 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.

[0016] For example, the exemplary 2 / 2-way valve can be moved to the closed position via the buffer position activation mechanism, while the exemplary 2 / 2-way valve can be moved to the open position via the buffer position deactivation mechanism. Thus, the buffer position mechanism can be controlled via two separate mechanisms. In particular, this makes it possible to control the buffer position mechanism from different locations.

[0017] In one embodiment, the coupling system comprises at least one electrical decoupling unit, which is operatively connected to the decoupling actuation element via the hydraulic line and is configured to move the decoupling actuation element into the actuating position upon actuation of the electrical decoupling unit for decoupling. The electrical decoupling unit can be provided alternatively or additionally to the decoupling activation mechanism and / or the buffer position switching mechanism. For example, the decoupling activation mechanism and / or the buffer position switching mechanism can be provided for manual actuation from an exterior of the rail vehicle unit, while the electrical decoupling unit allows controllability from an interior of the rail vehicle unit or a central rail vehicle-side or track-side control device or operating unit.The electrical decoupling unit is configured such that, by activating at least one electrical unit, a hydraulic pressure is built up, via which the decoupling actuating element can be moved into the actuating position and / or held in the actuating position.

[0018] In one embodiment, the electrical decoupling unit comprises at least one electrically controlled hydraulic pump and at least one switching mechanism arranged between the electrically controlled hydraulic pump and the decoupling mechanism.

[0019] Hydraulic fluid can be introduced into the hydraulic line via the hydraulic pump, wherein the forwarding of the hydraulic fluid can be controlled via the at least one switching mechanism.

[0020] In one embodiment, the switching mechanism has at least two switching positions in order to lock and open the connection between the electrically controlled hydraulic pump and the decoupling mechanism via the hydraulic line.

[0021] 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, so that the decoupling actuating element is moved into the actuating position. To hold the decoupling actuating element in the actuating position, the 2 / 2-way valve can then be switched to the blocking position.

[0022] In particular, the switching mechanism has at least three switching positions in order to maintain the hydraulic pressure acting on the decoupling actuating element in a first blocking position and to drain hydraulic fluid from the decoupling mechanism in a second blocking position.

[0023] For example, the switching mechanism is a 3 / 3-way valve. The first blocking position corresponds to the blocking position described above, in which the decoupling actuating element can be held in the actuating position. The first blocking position blocks a connection of the hydraulic line from the decoupling mechanism via the switching mechanism. The second blocking position refers to a blocking of a connection between the decoupling mechanism and the electric pump, whereby a connection is created between the decoupling mechanism and a drain for draining hydraulic fluid. The open position of the switching mechanism thus refers to the opening of the connection between the electric hydraulic pump and the decoupling mechanism.

[0024] In one embodiment, the at least one decoupling 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.

[0025] The decoupling activation mechanism can thus be configured, for example, as a hydraulic cylinder, wherein a piston rod of the hydraulic cylinder is moved to allow hydraulic fluid to be introduced into the hydraulic line, so that the hydraulic pressure can be increased to move the decoupling actuating element. Similarly, the buffer position activation mechanism can be configured as a hydraulic cylinder, wherein a piston rod of the hydraulic cylinder is moved to build up hydraulic pressure that moves the buffer switching mechanism into the locked position.

[0026] Comparably, the buffer position deactivation mechanism can be configured as a hydraulic cylinder, wherein a piston rod of the hydraulic cylinder is moved 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 switching time. For this purpose, for example, a switching pressure of the buffer position deactivation mechanism can be provided that is greater than the switching pressure of the buffer position activation mechanism, or the hydraulic pressure applied by the buffer position activation mechanism can be reduced again.

[0027] Alternatively or in addition to a 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 position and / or open position via a lever or the like. This also enables manual actuation of the buffer position switching mechanism.

[0028] In one embodiment, the at least one decoupling activation mechanism, the at least one buffer position activation mechanism, and / or the at least one buffer position deactivation mechanism can be operated via at least one actuator unit, in particular a lever mechanism. The at least one decoupling 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, however, an actuator unit can also be provided, for example, for operating the at least one decoupling activation mechanism and the at least one buffer position activation mechanism.In such a case, for example, the actuator unit can first activate the decoupling activation mechanism, so that the decoupling actuating element is moved into the actuating position via the decoupling activation mechanism. Finally, the actuator unit activates the buffer position activation mechanism, so that the buffer position switching mechanism is switched to a blocking position.

[0029] The actuator unit can, for example, be a mechanical actuator unit, in particular a lever mechanism. With regard to the above example of activating the decoupling activation mechanism and the buffer position activation mechanism via an actuator unit, a lever portion of a lever mechanism can perform a sequential actuation as the actuator unit. For example, if the decoupling activation mechanism and the buffer position activation mechanism are designed as hydraulic cylinders, the lever portion can be configured to first move the piston rod of the decoupling activation mechanism and then the piston rod of the buffer position activation mechanism in a direction for introducing hydraulic fluid into corresponding hydraulic lines.If the ends of the respective piston rods lie in a plane as contact points with the lever section, for example, the lever section can comprise two subsections, the first subsection being assigned to the decoupling activation mechanism and the second subsection being assigned to the buffer position activation mechanism. The second subsection is set back relative to the first subsection in a direction of movement for activation, so that the second subsection only comes into contact with the buffer position activation mechanism later. The lever mechanism can be configured such that the first subsection does not cause further activation of the decoupling activation mechanism when the buffer position activation mechanism is activated by the second subsection.

[0030] 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 mounted in or on a rail vehicle unit in accordance with the application, one of the respective mechanisms can be actuated from a respective side wall of the rail vehicle unit, which side wall extends away from a floor in a direction of travel of the rail vehicle unit.

[0031] This allows the respective mechanism of the coupling system to be operated from two sides. When the coupling system is mounted correctly in or on a rail vehicle unit, the respective side walls of the rail vehicle unit, which extend away from the floor in a direction of travel of the rail vehicle unit, refer to a right and left side of the rail vehicle unit. This allows operation from both sides, so that the side of the track does not have to be changed for operation.

[0032] In one embodiment, the coupling system has at least one 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, wherein the at least one actuator unit can be actuated from a respective side wall of the rail vehicle unit, which side wall extends away from a floor in a direction of travel of the rail vehicle unit, when the coupling system is mounted in or on a rail vehicle unit in accordance with the application.

[0033] This results in the respective mechanism being operable from both sides by the respective actuator unit. 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 as an alternative or supplement.

[0034] 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 side wall extends away from a floor in a direction of travel of the rail vehicle unit.

[0035] Here, too, the respective mechanism can be operated from both sides, with each side being assigned its own actuator unit. In addition to being operable from both sides, this can also create redundancy and / or force distribution for activating the respective mechanism.

[0036] In one embodiment, an actuator unit of the buffer position deactivation mechanism, when the coupling system is mounted in or on a rail vehicle unit in accordance with the application, partially protrudes from a side wall of the rail vehicle unit in order to be operable by a track-side actuating device or manually.

[0037] A trackside actuating device can prevent manual intervention. Accordingly, the actuator unit or the actuating section of the actuator unit for the buffer position deactivation mechanism can also be arranged in areas that are normally avoided by operating personnel. For example, if the coupling system is mounted correctly in or on a rail vehicle unit, a section of the actuator unit of the buffer position deactivation mechanism can protrude downwards from a side wall of the rail vehicle unit, which forms a rail vehicle unit floor. In a shunting section of a rail line, an actuating device can then also be provided that protrudes upwards from the floor of the rail line, so that when this section of track is traveled over, the section of the actuator unit is pushed away by the trackside actuating device.This moves the section in the actuator unit to a position that actuates the buffer position deactivation mechanism.

[0038] In one embodiment, the hydraulic line is connected to a hydraulic reservoir.

[0039] The hydraulic reservoir can be used to supply hydraulic fluid to the hydraulic line or to collect hydraulic fluid from the hydraulic line, for example, to prevent overpressure. The hydraulic reservoir can be arranged in parallel with the hydraulic line for this purpose.

[0040] The hydraulic reservoir comprises in particular a hydraulic cylinder, a safety valve and / or a hydraulic fluid volume maintenance valve.

[0041] The hydraulic cylinder can have a piston preloaded toward a hydraulic reservoir volume of the hydraulic cylinder via a spring mechanism. In particular, the hydraulic cylinder is arranged between the safety valve and the hydraulic fluid volume maintenance valve. The safety valve is, for example, a check valve and prevents overpressure in the hydraulic line or within the hydraulic system.

[0042] In a further aspect, the present invention relates to a rail vehicle unit with at least one coupling system as described above, wherein the rail vehicle unit and / or the coupling system has or have at least one locking mechanism for locking 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.

[0043] The locking mechanism can thus hold the actuator unit, or a section of the actuator unit that locks into the locking mechanism, in a position that holds the corresponding mechanism in its activation or deactivation position. The locking can be achieved via a locking mechanism, but generally also includes a locking option in at least one degree of freedom, which can prevent the section of the actuator unit from being accidentally released from the locking mechanism or at least reduce the corresponding risk.

[0044] The features of the rail vehicle unit described in the above description of the coupling system are equally applicable to the rail vehicle unit itself. Likewise, features of the coupling system described for the rail vehicle unit are transferable to the coupling system, unless they have already been described for this purpose.

[0045] 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.

[0046] To uncouple two previously coupled rail vehicle units, the respective uncoupling actuating elements are first moved to the actuating position, so that the respective coupling elements are brought into the uncoupling position. To prevent a repeated coupling process, at least the uncoupling actuating element of one rail vehicle unit is held in the actuating position.

[0047] The features described in the above description of the coupling system and / or the rail vehicle unit are equally applicable to the method for uncoupling two rail vehicle units. Likewise, the features described for the method relating to the coupling system and / or the rail vehicle unit are transferable to the coupling system and / or the rail vehicle unit, unless they have already been described for this purpose. Exemplary embodiments of the present invention are described below with the aid of the accompanying drawings.

[0048] In detail,

[0049] Fig. 1 is a schematic representation of a first exemplary embodiment of a coupling system to which the present invention is applicable;

[0050] Fig. 2 is a schematic representation of a second exemplary embodiment of a coupling system to which the present invention is applicable;

[0051] Fig. 3 is a schematic representation of a third exemplary embodiment of a coupling system to which the present invention is applicable;

[0052] Fig. 4 is a schematic representation of an exemplary embodiment of an actuator unit applicable to a decoupling activation mechanism;

[0053] Fig. 5 is a schematic representation of an exemplary embodiment of an actuator unit applicable to a buffer position deactivation mechanism; and

[0054] Fig. 6 is a schematic representation of a rail vehicle unit to which the present invention is applicable.

[0055] Fig. 1 shows a schematic representation of a first exemplary embodiment of a clutch system 1 to which the present invention is applicable. The clutch system 1 comprises a clutch unit 10 with a clutch element 11 and a decoupling cylinder 20 as a decoupling mechanism with a decoupling piston 21 as the decoupling actuating element. The clutch element can be moved from a clutch position to a decoupling position via the decoupling piston 21, which is connected here to the clutch element 11. The decoupling piston 21 is preloaded by a spring 22, which is arranged between a piston surface of the decoupling piston 21, from which a piston rod protrudes, and a cylinder wall opposite this piston surface, in the direction of a rest position in which the decoupling piston 21 does not move the clutch element 11 into the decoupling 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 protrudes. This hydraulic volume is connected to a hydraulic line 23 and can be pressurized with hydraulic pressure via the hydraulic line 23 upon introduction of 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. By connecting the uncoupling piston 21 to the coupling element 11, the coupling element 11 is moved into the uncoupling position 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.

[0056] 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, 30R as uncoupling activation mechanisms. The uncoupling activation cylinder 30L relates to an uncoupling activation mechanism that can be actuated from one side of a rail vehicle unit, here, for example, a left side of the rail vehicle unit when the coupling system is installed as required. Analogously, the uncoupling activation cylinder 30R relates to an uncoupling activation mechanism that can be actuated from an opposite side of a rail vehicle unit, here, for example, a right side of the rail vehicle unit when the coupling system is installed as required. Here, as well as below, the suffixes "L" and "R" in the reference numerals refer to a left or right side of a rail vehicle unit, respectively.The decoupling activation cylinders 30L, 30R are each hydraulic cylinders with a respective decoupling activation piston 31L, 31R, via whose respective movement a respective hydraulic volume of the decoupling activation cylinders 30L, 30R can be changed. The respective hydraulic volume of the decoupling activation cylinders 30L, 30R is connected to the hydraulic line 23, so that when the respective hydraulic volume of the decoupling activation cylinders 30L, 30R decreases, hydraulic fluid is introduced into the hydraulic line 23, increasing the hydraulic pressure acting on the decoupling piston 21. If the hydraulic pressure is increased to such an extent that the decoupling piston 21 is moved into the actuating position, the decoupling piston 21 can be held in the actuating position as long as the hydraulic pressure is maintained.

[0057] Between the decoupling activation cylinders 30L, 30R and the decoupling mechanism 20, an oil reservoir 40 is connected in parallel to the hydraulic line 23 as a hydraulic reservoir. The oil reservoir comprises an oil cylinder 41 as a hydraulic cylinder, which is arranged between a check valve 42 as a safety valve and an oil volume retention valve 43 as a 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 preloaded by a spring in the direction of the hydraulic volume in connection with the hydraulic line 23 and the check valve 42 as well as the oil volume retention valve 43.

[0058] Fig. 2 shows a schematic representation of a second exemplary embodiment of a clutch system 1' to which the present invention is applicable. The clutch system 1' of the second exemplary embodiment differs from the clutch system 1 of the first exemplary embodiment in that, in addition to the decoupling activation cylinders 30L, 30R, the clutch 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 for the second exemplary embodiment will be discussed.

[0059] 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 decoupling 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 blocking position, in which the fluid connection between the decoupling activation cylinders 30L, 30R and the decoupling mechanism 20 is interrupted, and an open position, in which the fluid connection between the decoupling activation cylinders 30L, 30R and the decoupling mechanism 20 is established. In the open position, the functioning of the clutch system 1' of the second exemplary embodiment corresponds to the functioning of the clutch system 1 of the first exemplary embodiment.However, in order to hold the decoupling piston 22 after movement into the actuating position and thus the coupling element 11 in the decoupling position independently of the decoupling activation cylinders 30L, 30R, the 2 / 2-way valve 70 is switched to the blocking position.

[0060] Switching the 2 / 2-way valve 70 to the blocking 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 blocking position. For this purpose, the buffer position activation cylinders 50L, 50R each have 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 blocking position. In the present form, two buffer position activation cylinders 50L, 50R are provided, one of which, when the coupling system 1' is mounted on orin a rail vehicle unit, one can be actuated from a right-hand side of the rail vehicle side and one from a left-hand side of the rail vehicle side. In other embodiments, however, only one buffer activation cylinder 50L or 50R can be provided. In order to switch the 2 / 2-way valve 70 from the blocked 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, in particular reduced, via a buffer position deactivation piston 61 in order to apply the corresponding hydraulic pressure for switching.

[0061] The 2 / 2-way valve 70 also has a mechanical buffer position deactivation mechanism 71 as a buffer position deactivation mechanism 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 also be provided as a mechanical buffer position activation mechanism for mechanically switching the 2 / 2-way valve 70 to the blocking position.

[0062] Fig. 3 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 has an electrical decoupling unit 80. Components already described for the first exemplary embodiment and the second exemplary embodiment, which are also applicable to the third embodiment, have the same functionalities and reference numerals. To avoid repetition, only the differences for the third exemplary embodiment will be discussed.

[0063] In the present embodiment of the clutch system 1", the electrical decoupling unit 80 is connected between the decoupling cylinder 20 and the connection of the oil reservoir 40 to the hydraulic line 23. The electrical decoupling unit 80 comprises a hydraulic pump 81, which is drivable 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.

[0064] In the present embodiment, the 3 / 3-way valve is switched electrically, but in other embodiments it can also be switchable hydraulically or mechanically. The switching positions of the 3 / 3-way valve 82 include an open position and a first and a second blocking 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 operation of the hydraulic pump 81, and the decoupling piston 21 is moved into the actuating position. In the first blocking position of the 3 / 3-way valve, the connection between the hydraulic line 23 and the hydraulic pump 81 is interrupted, and the hydraulic line 23 is blocked at the connection interruption.Switching the 3 / 3-way valve 82 from the open position to the first blocking position corresponds to switching from a decoupling process to a buffer position activation process. In the second blocking position of the 3 / 3-way valve, the interruption of the connection between the hydraulic line 23 and the hydraulic pump 81 is maintained, although the hydraulic line 23 is no longer blocked at the connection break but is connected to a drain line so that the hydraulic pressure in the hydraulic volume of the decoupling cylinder 20 can be reduced via this, and the spring force of the spring 22 can move the decoupling piston 21 to its rest position. Switching the 3 / 3-way valve 82 from the first blocking position to the second blocking position thus corresponds to switching from a buffer position activation to a buffer position deactivation.

[0065] Fig. 4 shows a schematic representation of an exemplary embodiment of a lever mechanism 90 as an actuator unit 90, which is applicable to a decoupling activation mechanism, such as the decoupling activation cylinders 30L, 30R. The lever mechanism 90 is shown here for the decoupling activation cylinder 30L, but can also be applied to the decoupling activation cylinder 30R or the buffer position activation cylinders 50L, 50R with the same functionality. Furthermore, the one lever mechanism 90 can also be used to actuate the decoupling activation cylinder 30L and the buffer position activation cylinder 50L.

[0066] The lever mechanism 90, as an exemplary embodiment of a manually operable, mechanical actuator unit, comprises an actuating lever 91 and a transmission element 92. The transmission element 92 is L-shaped and, in a connecting region of the legs formed by the L-shape, is mounted via an articulated connection 92b so as to be rotatable about the articulated connection 92b, as also indicated by the curved double arrow in Fig. 4. One leg of the transmission element 92 is articulated to a guide 91a of the actuating lever 91 via another articulated connection 92a, wherein the articulated connection is guided along a radius formed by the guide 91a. The other leg serves to actuate the decoupling activation piston 31L.

[0067] To actuate the decoupling activation piston 31L to increase a hydraulic pressure in the decoupling cylinder 20, in the present embodiment, the actuating lever is moved away from the decoupling activation cylinder 30L in a translational direction indicated by the horizontal double arrow via a lever leg 91b, which is angled with respect to an extension direction along a length of the actuating lever 91. As a result, the translational movement of the actuating lever 91 is transmitted via the guide 91a and the further articulated connection 92a to the transmission element 92, which thereby executes a rotational movement about the articulated connection 92b.As a result, the leg of the transmission element 92 facing the decoupling activation piston 31L moves toward the decoupling activation piston 31L, comes into contact with it, and then moves it translationally to introduce hydraulic fluid from the decoupling activation cylinder 30L into the hydraulic line 23. Fig. 5 shows a schematic representation of an exemplary embodiment of a lever mechanism 90 as an actuator unit that can be applied to a buffer deactivation cylinder 60 as a buffer position deactivation mechanism. In the present embodiment, the lever mechanism 100 is an elongated element that is rotatably mounted about a joint 101 according to the double arrow shown. The rotational movement of the lever mechanism 100 about the joint 101, in the illustration in Fig.4 counterclockwise, brings the lever mechanism 100 into contact with the buffer position deactivation piston 61 and then moves it in a translational direction upon further rotation of the lever mechanism 100. This causes hydraulic fluid from the buffer position deactivation cylinder 60 to be introduced into a corresponding hydraulic line, which then switches the buffer position switching mechanism 70 to an open position.

[0068] Fig. 6 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 as required, the lever leg 91b of the actuating lever 91 can be seen in Fig. 6 on a side wall of the wagon 2, which extends away from the ground in a direction of travel. The lever leg 91 projects outwards from the side wall. The side wall of the wagon 2 has a locking 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. In order to hold the uncoupling piston 21 in the actuating position, the lever leg can be moved according to a mechanism shown in Fig.6, the lever arm 91b can be moved into the locking mechanism 110, indicated by the double arrow, to lock there. The locking mechanism 110 prevents at least a movement of the lever arm 91b and thus of the actuating lever toward the side wall of the wagon 2.

[0069] In addition, Fig. 6 shows a part of the lever mechanism 100, which protrudes from a side wall of the wagon 2, which extends parallel to the ground, and via which the buffer position deactivation piston 61 can be actuated, as described above with reference to Fig. 5. For actuating the lever mechanism 100, an actuating mechanism 120 is provided on the rail line side. The actuating mechanism 120 protrudes from a rail line section 3 in a fixed upward direction from the ground, wherein the actuating mechanism 120 protrudes so far upwards and the protruding part of the

[0070] Lever mechanism 100 projects downwards so far that when the rail section 3 having the actuating mechanism 120 is traveled over, the lever mechanism 100 is moved in rotation by the actuating mechanism 120 to actuate the buffer position deactivation piston 61.

[0071] The invention is not limited to the described embodiments.

[0072] In particular, the embodiments described elsewhere

[0073] The features described in the embodiments and further developments of the invention can be combined with one another, provided they do not reasonably exclude one another. For example, the electrical decoupling unit 80 can be provided not only in addition to the decoupling activation mechanisms, the buffer position activation mechanisms, and the buffer position deactivation mechanism, but can also replace the respective functions in whole or in part.

[0074] LIST OF REFERENCE SYMBOLS

[0075] 1, 1 ', 1" coupling system

[0076] 2 wagons (rail vehicle unit)

[0077] 3 rail section

[0078] 10 Coupling unit

[0079] 11 Coupling element

[0080] 20 uncoupling cylinders (uncoupling mechanism)

[0081] 21 Decoupling piston (decoupling actuating element)

[0082] 22 Spring (preload mechanism)

[0083] 23 Hydraulic line

[0084] 30L, 30R decoupling activation cylinder

[0085] (Uncoupling activation mechanism)

[0086] 31 L, 31 R decoupling activation piston

[0087] 40 Oil reservoir (hydraulic reservoir)

[0088] 41 oil cylinders (hydraulic cylinders)

[0089] 42 Check valve (safety valve)

[0090] 43 Oil volume retention valve

[0091] (Hydraulic fluid volume maintenance valve)

[0092] 50L, 50R buffer position activation cylinder

[0093] (Buffer position activation mechanism)

[0094] 51 L, 51 R buffer position activation piston

[0095] 60 buffer position deactivation cylinders

[0096] (Buffer position deactivation mechanism)

[0097] 61 Buffer position deactivation piston

[0098] 70 2 / 2-way valve (buffer position switching mechanism)

[0099] 71 mechanical buffer position deactivation mechanism

[0100] (Buffer position deactivation mechanism)

[0101] 80 electrical decoupling unit

[0102] 81 Hydraulic pump

[0103] 82 3 / 3-way valve (switching mechanism)

[0104] 90 Lever mechanism (actuator unit)

[0105] 91 Operating lever 91a Guide

[0106] 91b Lever leg (actuating section)

[0107] 92 transmission element

[0108] 92a Articulated connection 92b Articulated connection

[0109] 100 Lever mechanism (deactivation actuator unit (actuator unit))

[0110] 101 Articulated connection

[0111] 110 locking mechanism

[0112] 120 operating mechanism

Claims

PATENT CLAIMS 1. Coupling system (1, 11") for a rail vehicle unit (2), comprising a coupling unit (10) with at least one coupling element (11) which is movable between a coupling position and a decoupling position, and an uncoupling mechanism (20) with an uncoupling actuating element (21) which is operatively connectable to the coupling element (11) and which 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 uncoupling actuating element (21) is hydraulically controllable via a hydraulic line (23) which is operatively connected to the uncoupling mechanism (20).

2. The clutch system (1, 1', 1") according to claim 1, wherein the clutch system (1, 1', 1") comprises at least one decoupling activation mechanism (30L, 30R) operatively connected to the decoupling actuating element (21) via the hydraulic line (23), wherein the at least one decoupling activation mechanism (30L, 30R) is configured to move the decoupling actuating element (21) into the actuating position when actuated for decoupling.

3. The coupling system (1', 1") according to claim 2, 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 open the connection between the uncoupling mechanism (20) and the at least one uncoupling activation mechanism (30L, 30R), wherein a lock corresponds to a buffer position of the coupling element (11) in which the coupling element (11) is held in the uncoupling position.

4. The coupling system (11") according to claim 3, wherein the coupling system (11") comprises at least one buffer position activation mechanism (50L, 50R) and / or a buffer position deactivation mechanism (60, 71) via which the buffer position switching mechanism (70) can be controlled.

5. The coupling system (1") according to one of the preceding claims, wherein the coupling system (1") comprises at least one electrical decoupling unit (80) which is operatively connected to the decoupling actuating element (21) via the hydraulic line (23) and is configured to move the decoupling actuating element (21) into the actuating position upon actuation of the electrical decoupling unit (80) for decoupling.

6. The clutch system (1") according to claim 5, wherein the electrical decoupling unit (80) comprises at least one electrically controlled hydraulic pump (81) and at least one switching mechanism (82) arranged between the electrically controlled hydraulic pump (81) and the decoupling mechanism (20).

7. The clutch system (1") according to claim 6, wherein the switching mechanism (82) has at least two switching positions in order to block and open the connection between the electrically controlled hydraulic pump (81) and the decoupling mechanism (20) via the hydraulic line, in particular at least three switching positions in order to maintain the hydraulic pressure acting on the decoupling actuating element (21) in a first blocking position and to drain hydraulic fluid from the decoupling mechanism (20) in a second blocking position.

8. The coupling system (1, 1', 1") according to one of claims 2 to 7, wherein the at least one decoupling activation mechanism (30L, 30R), the at least one buffer position activation mechanism (50L, 50R) and / or the at least one buffer position deactivation mechanism (60) is a hydraulic cylinder with a corresponding piston (31L, 31R, 51L, 51R, 61) or comprises such a hydraulic cylinder with the corresponding piston (31L, 31R, 51L, 51R, 61).

9. The coupling system (1, 11") according to one of claims 2 to 8, wherein the at least one decoupling activation mechanism (30L, 30R), the at least one buffer position activation mechanism (50L, 50R) and / or the at least one buffer position deactivation mechanism (60) is / are operable via at least one actuator unit (90, 100), in particular a lever mechanism (90, 100).

10. The coupling system (1, 1', 1") according to one of claims 2 to 9, wherein the coupling system (1, 1', 1") has at least two uncoupling activation mechanisms (30L, 30R), at least two buffer position activation mechanisms (50L, 50R) and / or at least two buffer position deactivation mechanisms (60, 71), and wherein the coupling system (1, 1', 1") is configured such that one of the respective mechanisms (30L, 30R, 50L, 50R, 60) can be actuated from a respective side wall of the rail vehicle unit, which side wall extends away from a floor in a direction of travel of the rail vehicle unit, when the coupling system (1, 1', 1") is mounted in or on a rail vehicle unit in accordance with the application.

11. The coupling system (1, 1', 1") according to claim 9 or 10, wherein the coupling system (1, 1', 1") for the at least one uncoupling activation mechanism (30L, 30R), the at least one buffer position activation mechanism (50L, 50R) and / or the at least one buffer position deactivation mechanism (60, 71) each has at least one actuator unit (90, 100), wherein the at least one actuator unit (90, 100) is operable from a respective side wall of the rail vehicle unit (2) when the coupling system (1, 1', 1") is mounted in or on a rail vehicle unit in accordance with the application, said side wall extending away from a floor in a direction of travel of the rail vehicle unit (2), or the coupling system (1, 1', 1") has at least two respective actuator units (90, 100), which each from a respective side wall of the rail vehicle unit (2) extending away from a floor in a direction of travel of the rail vehicle unit (2),can be operated., 12. The coupling system (1', 1") according to one of claims 4 to 11, wherein an actuator unit (100) of the buffer position deactivation mechanism (60) protrudes partially from a side wall of the rail vehicle unit (2) when the coupling system (1', 1', 1") is mounted in or on a rail vehicle unit in accordance with the application, in order to be operable by a track-side actuating device (120) or manually.

13. The coupling system (1, 1', 1") according to one of the preceding claims, wherein the hydraulic line (23) is connected to a hydraulic reservoir (40), wherein the hydraulic reservoir (40) comprises in particular a hydraulic cylinder (41), a safety valve (42) and / or a hydraulic fluid volume maintenance valve (43).

14. Rail vehicle unit (2) with at least one coupling system (1, 1', 1") according to one of claims 2 to 13, wherein the rail vehicle unit (2) and / or the coupling system (1, 1', 1") has or have at least one locking mechanism (110) in order to lock the actuator unit (90, 100) for the at least one uncoupling activation mechanism (30L, 30R), the at least one buffer position activation mechanism (50L, 50R) and / or the at least one buffer position deactivation mechanism (60, 71) in an actuating position.

15. A 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 1 to 12, 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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