Automatic train coupling, and method for operating an automatic train coupling

Abstract

The invention relates to an automatic train coupling (100), in particular for a freight car of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling (100) comprises the following: a coupling head (1), which has a coupling head housing (2) and a coupling closure (3) with locking, wherein the coupling closure (3) is in the form of a rotary closure with a coupling eye (5) and with a hook plate (6), the hook plate (6) being rotatable about a main axis (7) between a coupled position and an uncoupled position, the coupling eye (5) being connected, at a first end (5.1), to the hook plate (6) so as to be rotatable about a coupling eye axis (8) and the coupling eye having a free end, and the hook plate (6) having a mouth (9) which is arranged to receive a second end (5.2) of a coupling eye (5) of a compatible coupling head (1) of a mating coupling; and an uncoupling device (11) having an actuator (12) which can be operatively connected to the hook plate (6) directly or at least indirectly via a drive connection, the uncoupling device being designed such that, in a normal operating mode, the uncoupling device acts on the hook plate (6) as required, in order to rotate the hook plate (6) from the coupled position into the uncoupled position, wherein the train coupling (100) can be operated as required in a buffer operating mode in which the train coupling (100) uncouples and is not ready for coupling, and wherein, when the train coupling (100) is in the buffer operating mode, the hook plate is in a first uncoupled target position and the uncoupling device (11) is activated in particular only when the hook plate (6) moves out of said uncoupled target position towards the coupled position to a reset position lying between the target position and the coupled position, the hook plate (6) then being moved back into the uncoupled target position again by means of the actuator (12) of the uncoupling device (11).

Description

[0001] AUTOMATIC TRAIN COUPLING AND METHOD FOR OPERATING AN AUTOMATIC TRAIN COUPLING

[0002] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which incorporate automatic train couplings.

[0003] According to one aspect of the present invention, it relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of independent patent claim 1.

[0004] In practice, automatic train couplings, such as train couplings with the features of the preamble of independent patent claim 1, are generally known. Such automatic train couplings typically 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 being rotatable about a main axis between a coupled position and an uncoupled position.

[0005] The coupling eye is connected to the frog by a first end or end region, rotatably about a coupling eye axis, and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of a matching coupling head of a mating coupling.

[0006] 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.

[0007] The uncoupled position is also commonly referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated to a position that is over-extended compared to the ready-to-couple position, i.e., opened more than necessary. In this over-extended position, the spring-loaded mechanism is fully tensioned.

[0008] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0009] 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.

[0010] The plunger, in turn, is movable between a first position and a second position. In the first position, in which the plunger is moved against the spring force, the plunger locks the ratchet rod in the detent position. In the second position, in which the plunger is moved from the first position by the spring force, the plunger releases the ratchet rod from the detent position.

[0011] The function of such an automatic train coupling is as follows: two opposing coupling heads on two car bodies or 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. This mechanically couples the two car bodies or vehicles.

[0012] The two coupling closures are subjected exclusively to 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 to the front of the coupling head housing, whereby the profile generally comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, end face. The profile can be formed by a separate end plate attached to the front of the coupling head housing. The profile, together with the cone or 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 one another.

[0013] When two rail vehicles or car bodies are moved 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 that are in the locked position. When coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, so that the pistons release the latching rods from their locked position. This releases the coupling locks and rotates them under the force of the respective spring accumulator until the 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 safety of the coupling lock.

[0014] 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 displace the ratchet rods sufficiently far that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0015] Uncoupling devices are known in various designs. For example, manually operated, mechanical uncoupling devices comprise levers, cables, and / or chain hoists that act on various types of locking devices and, when actuated, release the locking position. Automated uncoupling devices include, for example, a pneumatic cylinder or an electric motor, particularly a linear actuator, as a drive, which uncouples the train coupling.

[0016] For example, the document DE 29 23 195 C2 discloses a remotely operated 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.

[0017] On the other hand, document EP 3 470 295 A1 discloses an electric linear actuator which acts on the main bolt via a lever.

[0018] Since two coupling heads always work together when coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks operate alternately.

[0019] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye, which is articulated to the frog, and the jaw of the opposite frog of the mating coupling. Accordingly, the opposite frog of the mating coupling transmits its rotational movement to its ratchet rod, causing it to reach its locking position.

[0020] With regard to the operational positions, the buffer position, the unlocked position, the ready-to-couple position, and the locked position are possible for an automatic train coupling of the type considered here. The buffer position must always be set in pairs.

[0021] To separate two train couplings of the type considered here, i.e., Scharfenberg-type train couplings, it is sufficient to unlock one train coupling. The buffer position is always advantageous when direct relocking of the train couplings (train coupling and counter-coupling) is undesirable. The buffer position is particularly necessary when disengaging a train in push-off or push-off mode. This is also referred to as the "prevent coupling" position.

[0022] Push-off operation is primarily used in large shunting yards with humps and is considered energy and resource-saving. In push-off operation, the wagon connection is only finally released at a hump, or in the case of an automatic train coupling, the train coupling is unlocked.

[0023] Push-off operation is primarily used in smaller layouts without a hump. In this process, the inertia of the car bodies is used instead of gravity. This is done by braking a previously accelerated (pushed) train set and allowing an uncoupled group of cars to continue rolling at the front of the train. The detached group of cars is then sorted into the appropriate control track in the adjacent track harp. The train couplers must then be switched back to the ready-to-couple position and pushed together using a shunting lock. The process must be repeated for each group of cars. The buffer position is particularly necessary here, since re-coupling of the train couplers cannot be ruled out during acceleration before the push-off process.

[0024] During train dissolution, it is essential that the train couplings of the individual car bodies remain securely separated until they meet the next car body in the direction track or control track, i.e., behind the hump (during push-off operation). Unintentional re-coupling during train dissolution, and especially before rolling off the hump, must be reliably prevented.

[0025] This is achieved by the aforementioned buffer position, in which the uncoupling device of the individual train couplings is held in the pulled or actuated position. In other words, in the buffer position, the uncoupling device of the corresponding train coupling is usually activated, and the actuator of the uncoupling device is operatively connected to the coupling lock or frog of the corresponding train coupling to hold the coupling lock or frog in the uncoupled position. Recoupling is then not possible until the buffer position is released.

[0026] On the direction track or control track, a train coupler in the buffer position may then potentially collide with a train coupler that is in the coupled position, for example, due to a fault. This can cause a high-force impact on the coupling lock of the train coupler in the buffer position, which can counteract the holding force of the locking function and thus damage the actuator of the unlocking device.

[0027] Based on this problem, the invention is based on the object of developing an automatic train coupling of the type described at the outset in such a way that even in the so-called buffer position of the automatic train coupling, low-wear or wear-free operation of the train coupling and in particular of the coupling lock and the uncoupling device is ensured, even if the train coupling in the buffer position encounters a train coupling whose coupling lock is in the coupled position.

[0028] The publication WO 2023 / 1614459 A1 proposes that the train coupling can be operated, if necessary, in a buffer operating mode in which the train coupling is uncoupled and not ready for coupling. In the buffer operating mode of the train coupling, the uncoupling device of the train coupling is activated, in particular, only when the frog has moved from the uncoupled position to the coupled position, in which case the frog is then moved back to the uncoupled position with the aid of the actuator of the uncoupling device. In buffer operation, the train coupling is always open and in its initial position, exactly as during normal uncoupling, and thus can no longer block re-coupling.

[0029] The uncoupling device of the train coupling is designed in such a way that the actuator of the uncoupling device only comes into active connection with the frog of the coupling lock of the train coupling when the uncoupling device is activated, in order to move the frog into the uncoupled position. In buffer operation or in buffer operating mode of the train coupling, the train coupling is always returned to its uncoupled state after an initial coupling. Coupling can result in long operating times for uncoupling. However, for vehicles that make strong forward and backward movements, for example due to the sloshing of liquids back and forth, the intended coupling can cause problems, as a strong rebound can occur after uncoupling, which can make uncoupling more difficult or even impossible.

[0030] The object of the invention is to further develop an automatic train coupling of the type described at the outset in such a way that even in the so-called buffer position of the automatic train coupling, low-wear or wear-free operation of the train coupling and in particular of the coupling lock and the uncoupling device is ensured, even if the train coupling in the buffer position encounters a train coupling whose coupling lock is in the coupled position.

[0031] This object is achieved according to the invention in particular by the subject matter of independent patent claim 1, wherein advantageous developments of the train coupling according to the invention are specified in the dependent patent claims.

[0032] The object underlying the invention is further achieved by a method according to the independent patent claim 13.

[0033] Accordingly, the invention relates in particular to an automatic train coupling of a track-guided vehicle, in particular for a freight wagon of a rail vehicle.

[0034] The train coupling according to the invention has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. In this context, locking means, in particular, that the coupling lock can be locked in at least one position in a rotationally fixed manner, as will be apparent from the following.

[0035] 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.

[0036] The frog has a mouth arranged to receive a second end of a coupling eye of a matching or compatible coupling head of a mating coupling. Furthermore, a decoupling device is provided, which has an actuator that can be operatively connected to the frog directly or at least indirectly via a drive connection, i.e., in particular, brought into operative connection or acted upon it, and is designed to act upon the frog as needed in a normal operating mode in order to rotate the frog from the coupled position to the uncoupled position.

[0037] The train coupling can be operated, if required, in a buffer operating mode in which the train coupling is uncoupled and not ready to couple, in particular in the sense of not ready to couple, wherein in the buffer operating mode of the train coupling the frog is in a first uncoupled desired position and the uncoupling device is in particular only activated when the frog moves from this uncoupled desired position in the direction of the coupled position to a reset position lying between the desired position and the coupled position, wherein the frog is then moved back into the uncoupled desired position with the aid of the actuator of the uncoupling device.

[0038] The solution according to the invention offers the advantage that coupling does not take place first, but rather a deflection of the frog from the uncoupled target position already leads to activation of the uncoupling device, thus ensuring short reset times and the coupling lock is not exposed to unnecessary wear due to a large number of coupling processes in buffer mode.

[0039] The uncoupled target position preferably corresponds to the position of the frog in which it is ready for coupling in normal operating mode, in which the locking mechanism releasably locks the frog anyway and in which, when interacting with a compatible coupling head of a mating coupling, the locking position is released and the frog moves towards the coupled position. This functional position of the frog is automatically set during the uncoupling process in normal operating mode and offers the advantage of a locking mechanism that is already system-dependent, so that no additional measures are required to maintain the target position. The buffer operating mode is therefore not characterized by the active holding of the frog of the coupling by the uncoupling actuator, but rather this only becomes effective on the frog after it has been deflected from the target position towards the coupled position, without actually reaching it.In contrast to active holding, the full coupling impact is not transferred to and supported by the uncoupling actuator, but the deflection of the frog when it hits the uncoupling actuator is significantly lower, which protects the uncoupling actuator.

[0040] The uncoupling device is preferably designed and controllable in such a way that in normal operating mode the actuator can be operated in a first setting range between a zero position and a release position, wherein in its zero position the actuator is free of a force-transmitting connection to the frog upon rotation of the frog from the uncoupled position to the coupled position and can be coupled, in particular coupled, to the frog in a force-transmitting manner in the coupled position of the frog and upon activation of the uncoupling device the actuator can be moved from the zero position to the release position by moving the frog from the coupled position to an uncoupled position and, after reaching this position, is returned to the zero position and that in buffer mode the actuator can be operated in a second setting range between the zero position and the release position, the intermediate position and the release position,wherein, in the intermediate position, the actuator is free from any force-transmitting connection to or action on the frog upon rotation of the frog from the uncoupled position to the reset position, and in the reset position of the frog, the actuator can be coupled to the frog in a force-transmitting manner, in particular is coupled or is effective on it, and upon activation of the uncoupling device, the actuator can be moved from the intermediate position to the release position, moving the frog from the reset position to the uncoupled target position, and after reaching this position, is returned to the intermediate position. This applies in particular as long as the buffer operating mode is active.

[0041] The uncoupling device, in particular the actuator, is characterized in normal operating mode by a first actuating range for uncoupling, while the second actuating range in buffer operating mode only uses or contains a portion of the actuating range in normal operating mode. This results in very short reaction times. Furthermore, by preventing an immediate force-transmitting coupling or force-transmitting contact between the frog and actuator when the frog moves from the uncoupled position or ready-to-couple position, the actuator is kept free from the forces introduced by the impacting coupling, which are intercepted by the locking device. The coupling between the frog and the uncoupling actuator, or the interaction of the frog with the uncoupling actuator in the intermediate position, occurs with a significantly lower force input.

[0042] The principle of partial deflection of the frog and subsequent return movement can be implemented with any design of uncoupling actuator. The uncoupling devices can differ essentially in terms of their operating principle and the type of connection / influence on the frog. It is important that a) in the case of direct coupling or coupling via a drive connection by connecting the uncoupling actuator to the frog, a free path, free angle or other free space is provided in the connection between the frog and the uncoupling actuator, in particular the frog and the drive device of the uncoupling actuator, which free space is initially free of power transmission to the drive when the coupling interacts with a counter-coupling in buffer mode and only when the limit is reached or exceeded.Use of a force-transmitting connection for pivoting the frog is permitted; b) when acting by direct contact for the purpose of uncoupling, in particular exerting a compressive force by the uncoupling actuator on the frog during uncoupling, the uncoupling actuator or the transmission element coupled to it for interacting with the frog is free from contact with the frog when the frog is rotated from the uncoupled to the coupled position. In this case, a free space is always provided between the contact surface of the uncoupling actuator and the frog when it is rotated from the uncoupled to the coupled position. For the purpose of uncoupling, the actuator acts on the frog by making contact with the frog from the coupled position until it reaches the uncoupled position.In buffer mode, the actuator assumes a position that corresponds to an intermediate position during uncoupling between its coupled and uncoupled positions. This means that a gap is provided between the actuator and the frog, which is bridged by the frog when rotating from the uncoupled to the coupled position. The frog comes into contact with the actuator before reaching the coupled position.

[0043] For this purpose, according to a) in the connection of the actuator to the frog, a first free path or clearance angle is implemented to realize a relative movement free of force transmission between operatively connectable components of the uncoupling device in normal operating mode when the frog is rotated from the coupled position to the uncoupled position and in buffer operating mode, a second free path or clearance angle is implemented to realize a relative movement free of force transmission between operatively connectable components of the uncoupling device when the frog is rotated from the uncoupled position to at least the reset position, wherein the second free path or clearance angle is smaller than the first.

[0044] According to b), the uncoupling actuator, in particular the contact surface, is free from contact with the frog in normal operating mode when the frog is rotated from the uncoupled position to the coupled position, i.e., it is only extended to a position that forms a stop when rotated from the uncoupled position to the coupled position. Thus, in buffer mode, there is a gap between the actuator and the frog, which is bridged by the frog upon collision with the mating coupling.

[0045] The decoupling device can be designed as one of the following decoupling devices: mechanical decoupling device, electrical decoupling device, hydraulic decoupling device, pneumatic decoupling device, electromechanical decoupling device, electrohydraulic decoupling device.

[0046] Depending on the drive concept, the decoupling actuators can include actuators with rotary or linear outputs. The outputs can be connected to the frog directly or via a drive connection, in particular, they can be operatively connected to it, or they can be activated directly or indirectly via additional transmission elements on the frog, in particular through point-like, linear, or surface-like contact and / or movement performed on it, such as rolling.

[0047] When using the automatic train coupling as a coupling, particularly on freight wagons, electromechanical uncoupling actuators are preferably used. These use electric motors as the drive device, which are coupled to mechanical transmission components, in particular one or more gears or spindle drives. These can be arranged entirely or at least partially in the coupling head housing. In an advantageous embodiment of an electromechanical uncoupling actuator, it comprises an electric drive device, in particular an electric motor, and at least one gear, in particular an arrangement comprising a cycloidal gear or strain wave gear and, if necessary, a downstream angular gear. The output is rotary and includes a driver.

[0048] The decoupling device has, in particular, an electric motor drive with a drive shaft and the drive connection has a driver mechanism that is at least indirectly operatively connected to the drive shaft and a lever mechanism for transmitting a decoupling movement generated, as required, by the electric motor drive in particular to the frog, wherein a first end region of the lever mechanism is connected to an output component of the driver mechanism and a second end region of the lever mechanism is connected, in particular, in an articulated manner to the frog and in particular to a region of the frog that is offset with respect to the main axis, and wherein the driver mechanism has a driver part that is at least indirectly operatively connected to the drive shaft and a driver counterpart that is preferably partially or regionally designed to the driver part, which is designed,when the drive, in particular the electromagnetic drive, is actuated, to pick up a movement, in particular a rotary movement, transmitted from the drive shaft to the driver part and to transmit this movement at least partially to the lever mechanism.

[0049] In an advantageous embodiment, the driver part can be arranged rotatably about a rotational axis and is preferably operatively connected via a gear to the drive shaft of the in particular electric motor drive in such a way that when the in particular electric motor drive is activated as required, a rotational movement of the drive shaft is transmitted to the driver part and translated into a rotational movement of the driver part, wherein the driver counterpart is arranged rotatably about a rotational axis, wherein the rotational axis about which the driver counterpart is arranged rotatably preferably coincides with the rotational axis about which the driver part is arranged rotatably and wherein the driver part and / or the driver counterpart are / is designed,to transmit a torque in one direction of rotation of the driver part to the driver counterpart by means of a positive connection, and in a second direction of rotation opposite to the first direction of rotation, there is no operative connection between the driver part and the driver counterpart, and the driver part is then in an idle state in which no torque transmission takes place or can take place between the driver part and the driver counterpart. The method for operating an automatic train coupling designed according to the invention, in particular an automatic train coupling, in which a decoupling device can be activated, which has an actuator that can be operatively connected to a coupling lock of the train coupling, in particular an actuator that can be brought into operative connection or an actuator that acts on the coupling lock,is characterized by a normal operating mode and an optionally adjustable buffer operating mode. The uncoupling device is controlled and operated in such a way that, in a normal operating mode of the train coupling, the coupling lock of the train coupling is moved from a coupled position to an uncoupled position. In a selectable buffer operating mode, in which the train coupling is uncoupled and not ready for coupling, the uncoupling device is only activated when the coupling lock of the train coupling moves from a decoupled desired position toward the coupled position and into a reset position lying between a desired position and the coupled position of the frog, in order to return the coupling lock to its decoupled desired position.

[0050] Preferably, the actuator of the uncoupling device is in a zero position in normal operating mode and is operable between the zero position and a release position when a decoupling command is present. In its zero position, the actuator is free of a force-transmitting connection to the frog upon rotation of the frog from the uncoupled position to the coupled position. Upon activation of the uncoupling device, the actuator is coupled to the frog in a force-transmitting manner in the coupled position of the frog and is moved from the zero position to the release position with the frog moving from the coupled position to an uncoupled position. After reaching this position, the actuator is returned to the zero position, particularly if the buffer mode is maintained.When the buffer operating mode is activated, the actuator is moved from the zero position into an intermediate position lying between the zero position and the release position and can be operated between the intermediate position and the release position, whereby in the intermediate position the actuator is free of a force-transmitting connection to the frog when the frog is rotated from the uncoupled target position to the reset position and in the reset position of the frog the actuator is coupled to the frog in a force-transmitting manner and the actuator is moved from the intermediate position to the release position with the frog moving from the reset position to the uncoupled target position and is moved back to the intermediate position after this position has been reached.

[0051] In the intermediate position of electromechanical uncoupling actuators, the electric motor is preferably switched off in buffer mode or stopped by a motor brake. Upon at least indirect or direct detection of the action of a counter coupling or rotation of the frog, the motor brake is activated and retracts the frog.

[0052] The activation of the uncoupling device for returning the frog can be detected in different ways. In order to be able to specifically control the activation of the uncoupling actuator for reversing the frog, devices are provided for detecting at least one of the following variables in / on or associated with the train coupling: the coupled position and the first uncoupled target position of the frog.

[0053] (6) and / or an interaction with a compatible counter-coupling, in particular a variable that at least indirectly characterises the movement of the frog of the train coupling from the uncoupled target position, a position or movement of the frog between the first uncoupled target position and the reset position and / or the reset position of the frog (6) and / or

[0054] Contacting the frog with the actuator and / or locking the frog (6) in the coupling-ready position and / or approaching and / or contacting the counter-coupling to the coupling.

[0055] The required activation of the decoupling device for returning the frog can be detected in various ways. The buffer operation mode can be activated or deactivated as required.

[0056] For this purpose, an interface device is assigned to the automatic train coupling, via which the buffer operating mode of the train coupling (100) can be activated and deactivated, wherein the interface device preferably has at least one of the following interfaces: a user interface, in particular in the form of a switch and / or lever, via which the buffer operating mode of the train coupling (100) can be manually activated or deactivated; and / or a machine interface, via which a control device of the uncoupling device of the train coupling communicates with a wagon or train control system; and / or a software interface, via which a control device of the uncoupling device communicates with a train control system or a higher-level control unit; and / or a data interface, via which control commands, in particular wireless or wired control commands, can be supplied to a control device of the uncoupling device.

[0057] The invention is explained below with reference to the figures. The figures show in detail:

[0058] Figure 1a shows a train coupling with uncoupling device in normal operating mode in the ready-to-couple position;

[0059] Figure 1b shows the position of the actuator of the decoupling device in normal operating mode in the release position for decoupling;

[0060] Figure 2a shows a train coupling with uncoupling device in buffer operation mode in the ready-to-couple position;

[0061] Figure 2b shows the position of the actuator of the decoupling device in the buffer operating mode in the release position;

[0062] Figure 3 shows an example of an alternative decoupling actuator design;

[0063] Figure 4 illustrates a basic sequence of the method according to the invention using a flow chart

[0064] Figure 1a schematically shows an embodiment of an automatic train coupling 100 according to the invention in an uncoupled position, in particular the ready-to-couple position of the coupling lock 3 or of its frog 6 designed as a hook plate in normal operating mode. Figure 2a shows the automatic train coupling 100 according to Figure 1a in buffer operating mode. The illustrated uncoupling device 11 is an advantageous embodiment for explaining the mode of operation according to the invention. However, the solution according to the invention is not limited to this design.

[0065] In detail, the automatic train coupling 100 comprises a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3. Furthermore, a decoupling device 11, which is in particular an electrically actuated decoupling device 11, is accommodated at least in some areas in the coupling head housing 2. However, the decoupling device 11 can also be arranged outside the coupling head housing 2 in an alternative embodiment.

[0066] The coupling head housing 2 has a profile on the front. The profile is formed by a cone 21 and a funnel 22. The cone 21 and funnel 22 are enclosed by a wide, flat end face 23 for interaction with the end face of a mating coupling.

[0067] The coupling lock 3 is designed as a rotary lock, with the pivot 6, to which a coupling eye 5 is connected so as to be rotatable about a coupling eye axis 8. The pivot 6, in turn, is rotatable about the main axis 7. For this purpose, the pivot 6 is mounted on a main bolt 19 and connected to it in a rotationally fixed manner.

[0068] 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 opposing coupling head 1 to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a crossbar (not shown in detail here) at its second end 5.2.

[0069] 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.

[0070] The coupling head 1 further comprises a locking mechanism (ratchet rod 27, plunger 28) associated with the coupling lock 3 or the frog 6, which may consist, for example, of a plunger guide and a spring bearing. Figure 1a shows an uncoupled position of the coupling head 1 or the coupling lock 3. In such an uncoupled position, which is also referred to as the ready-to-couple position, the locking mechanism is effective and holds the frog in the ready-to-couple position.

[0071] The coupling head 1 mechanically connects two vehicles to each other via the coupling lock 3. During the coupling process, the front profile of the coupling head housing 2 determines the gripping range of the coupling head 1 in terms of lateral, vertical, and angular offset. A gripper 24 formed on the coupling head housing 2 significantly expands the gripping range of the coupling head 1.

[0072] If two coupling heads 1 that are compatible with one another in this way are moved towards one another - not shown here, however - with both coupling heads 1 in the uncoupled position of the corresponding coupling lock 3 or the corresponding frog 6, 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 stamp guide (stamp 28) of the locking device, thereby releasing a locking connection, for example a locking connection of a ratchet rod 27, so that the frogs 6 are no longer blocked against turning into the coupled position and are turned counterclockwise into the coupled position by the force of the spring accumulator 4, for example. The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are hooked into one another.

[0073] The coupling closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the coupling heads 1.

[0074] To uncouple the coupling heads 1, the uncoupling device 11 of an actively operated coupling head 1 rotates the coupling lock 3 and thus, through the reaction on the counter-coupling, then both coupling locks 3 against the force of the spring accumulators 4 until the coupling eyes 5 slide out of the hook mouths 9 of the frogs 6. The ratchet rods 27 of the locking mechanism then engage with a locking tooth in the locking mechanism of the plunger guide 28 and hold the coupling locks 3 in this position. The uncoupled position is then achieved. When the car bodies are subsequently separated, the plungers 28 move forward due to the spring force and release the ratchet rods 27. The frogs 6 rotate under the action of the spring actuators 4, pushing the coupling eyes 5 against an edge of the cones 21 and pulling the ratchet rods 27 into the coupling head housings 2 until their locking teeth engage the notch of the plunger guide. The spring actuators 4 are tensioned.This means that the coupling-ready position shown in Figure 1a is reached again.

[0075] The core 6 of each coupling head 1 can be rotated against the force of the spring accumulator 4 from the uncoupled position into the coupled position or the position ready for coupling.

[0076] As already explained, for locking purposes, each coupling head 1 has a plunger 28 that is displaceable in the coupling direction of the train coupling 100, i.e., the direction of the longitudinal axes of the coupling heads 1, and that can be linearly displaced in a guide between a first position and a second position. The plunger 28 cooperates with the ratchet rod 27, which is articulated at one axial end to the frog 6 and passes through an opening in the plunger 28.

[0077] Furthermore, the latch rod 27 has a locking projection in the region of the opening, which can be brought into engagement with a locking projection in order to prevent the latch rod 27 from moving in the direction from its second end to its first end connected to the frog 6, and thus a corresponding rotation of the frog 6. In the exemplary embodiment shown, the locking projection is provided on the guide, which forms a counter-bearing for establishing a locking connection with the latch rod 27.

[0078] An elastic spring element engages the latch rod 27 in the sense of bringing the two locking projections into engagement, whereas the plunger 28, when moved from a first position to a second position, releases the latch rod 27 from the locking connection with the counter bearing against the force of the spring element.

[0079] Thus, in the second position of the plunger 28, the frog 6 can be rotated by the force of the spring-loaded mechanism 4, whereas this rotation is blocked in the locking position of the latching rod 27. Figure 1a shows the coupling-ready position of the coupling head 1 or the coupling lock 3. When two coupling heads 1 are moved toward each other in this position, the cones 21 dip into the funnels 22 and press on the front of the plungers 28, so that the plungers 28 are moved from their first position to their second position and release the locking connections of the latching rods 27 with the counterbearings. The second ends 5.2 of the coupling eyes 5 are pushed into the mouths 9 of the frogs 6 and frogs 6, which are no longer blocked by the ratchet rods 27, rotate due to the force of the spring accumulators 4 from the coupling-ready position into the coupled position, in which the frogs 6 strike in particular against the coupling head housings 2.The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are hooked together.

[0080] In order to then uncouple the coupling heads 1, the automated uncoupling device 11 rotates the frog 6 of the actively operated coupling lock 3 against the force of the spring accumulator 4. The coupling eye 5 of the actively operated coupling lock 3 transfers the rotational movement of the frog 6 via the mouth 9 to the frog 6 of the passively operated coupling lock 3, so that this is also rotated against the force of the spring accumulator 4.

[0081] Alternatively or additionally, the core 6 of the actively operated dome closure 3 can transmit the rotational movement to the dome eyelet 5 of the passively operated dome closure 3, so that the core 6 of the passively operated dome closure 3 is subsequently also rotated.

[0082] When the rotation of the frog pieces 6 in the direction of the uncoupled position has progressed far enough, the coupling eyes 5 slide out of the mouths 9 of the frog pieces 6 and the ratchet rods 27 are brought into their locking position, in which, when the stamps 28 are moved into their first position when the coupling heads 1 are moved apart, the locking connection between the ratchet rods 27 and the counter bearings can be established, ie the two locking projections hook into each other in a form-fitting manner.

[0083] For this purpose, the uncoupling device 11 is operatively connected to the frog 6, preferably operatively connected according to the embodiment shown in Figure 1a. In particular, it has an actuator 12 that is operatively connected to the frog 6 directly or at least indirectly via a drive connection. The actuator 12 is designed to act on the frog 6 as needed in normal operating mode for the purpose of uncoupling, in order to rotate the frog 6 from the coupled position into the uncoupled position. In this normal operating mode, the actuator 12 can be operated in a first setting range between a zero position I and a release position II, which can be described by a manipulated variable Y1. When the uncoupling device 11 is deactivated, the actuator 12 is in its zero position I.This is the case with a deactivated uncoupling device 11 in the normal operating mode of the train coupling in the ready-to-couple position of the frog 6, when the frog 6 is rotated from the ready-to-couple position to the coupled position, and in the coupled position. In the zero position when the frog 6 is rotated from the uncoupled position to the coupled position, the actuator 12 is free of a force-transmitting connection to the frog 6. In the coupled position of the frog 6, it can be designed so that it can be coupled to the frog 6 in a force-transmitting manner, in particular it can be coupled, and when the uncoupling device 11 is activated, the actuator is moved from the zero position I to the release position II while moving the frog 6 from the coupled position to an uncoupled position and, once this position has been reached, is returned to the zero position I.This adjustment range defines a first adjustment range of the decoupling device 11 in normal operating mode.

[0084] In order to prevent the frog 6 from being unintentionally rotated into its coupled position after uncoupling with the uncoupling device 11 when the corresponding rail vehicle, which has the automatic train coupling 100, is moved in shunting operation and unintentionally interacts with a counter-coupling, according to the invention the train coupling 100 can optionally also be operated in a buffer operating mode, in which the train coupling 100 is then in a so-called "virtual buffer position".In buffer operating mode, the train coupling 100 is uncoupled and not ready for coupling. In the buffer operating mode of the train coupling 100, the frog is in a first uncoupled target position XE-soll, and the uncoupling device 11 is only activated when the frog 6 moves from this uncoupled target position XE-soll toward the coupled position to a reset position XE-RB lying between the target position and the coupled position. In the buffer operating mode, the frog 6 is moved back to the uncoupled target position XE-soll with the aid of the actuator 12 of the uncoupling device 11 upon detection of this movement or a position lying within this range, so that XE-ist=XE-soll.

[0085] The buffer position is not physically created, but rather set via software. A decoupling movement is normally generated physically, i.e., the actuator 12 of the decoupling device 11 returns to its initial position after the latching mechanism (latch rod 27) has engaged, thus keeping the coupling open. If the "virtual buffer position" is active, the frog 6 can be rotated toward the coupled position, but does not reach it and is returned to its initial position. This means that the coupling is not engaged; rather, if a movement toward the coupled position of the frog 6 is detected, the decoupling device 11 is activated before it is reached, and the frog 6 is returned to the target position XE-target.

[0086] The risk of damage to the actuator 12 is thus significantly reduced.

[0087] During the rolling phase, the “buffer position” status can also be deactivated again via software, so that coupling in the direction track is possible again.

[0088] In particular, it is provided that the uncoupling device 11 of the train coupling 100 is designed such that only when the uncoupling device 11 is activated does the actuator 12 of the uncoupling device 11 come into operative connection with the frog 6 in order to move the frog 6 into an uncoupled position. This is preferably the case in both normal operating mode and buffer operating mode.

[0089] In buffer operating mode, the actuator 12 can be operated from an intermediate position III lying between the zero position I and the release position II (setting range in normal operating mode) and the release position II, wherein the actuator 12 in the intermediate position III is free of a force-transmitting connection to the frog 6 when the frog 6 is rotated from the first uncoupled target position XE-soll to the reset position XE-RB and in the reset position XE-RB of the frog 6, the actuator 12 can be coupled, in particular coupled, to the frog 6 in a force-transmitting manner and upon activation of the uncoupling device 11, the actuator 12 can be moved from the intermediate position III to the release position II while moving the frog 6 from the reset position to the uncoupled target position XE-soll and, after reaching this position, is returned to the intermediate position III.The actuator's adjustment range in buffer mode can preferably be described as a subrange of the first possible adjustment range of actuator 12 in normal mode. The manipulated variable describing the actuator's adjustment range is designated Y2.

[0090] When setting or selecting the buffer operating mode, the normal operating mode is deactivated and actuator 12 is moved or transferred from the zero position I to the intermediate position III. The manipulated variable for controlling the actuator is designated Y3. The position to be held in the buffer operating mode is referred to as the target position KE-PM-Soll and is preferably formed by the ready-to-couple position KB of the frog 6. In this position, the coupling lock 3 is held by the locking device in the normal operating mode of the train coupler, and no additional holding devices are required to hold the frog 6 in this position.

[0091] By transferring the actuator to the intermediate position III when the buffer operating mode is activated, the possible adjustment path of the actuator 12 is shortened compared to the normal operating mode and the actuator 12 responds when the frog 6 moves from the first uncoupled target position XE-target in the direction of the coupled position, whereby, however, after reaching a reset position, which is determined by the position of the actuator 12 in the intermediate position III and the design conditions of the connection between the actuator and the frog 6, the actuator 12 moves in the direction of the release position II and rotates the frog 6 back into the position ready for coupling.

[0092] Figure 2a shows the train coupling 100 according to Figure 1a in a first uncoupled target position XE-Soll of the frog 6, which functions as a buffer operating position and preferably corresponds to the ready-to-couple position KB of the frog 6. In this position, the actuator 12 is in the intermediate position III. Figures 1b and 2b each illustrate the position of the actuator 12 in the release position II.

[0093] The uncoupling device 11 can be designed in various ways. Figures 1 and 2 show an advantageous embodiment, the structure of which is described in more detail below.

[0094] In particular, the uncoupling device 11 comprises a particularly electric motor drive (as actuator 12), which is connected to the frog via a drive connection. The uncoupling device 11 further comprises a driver mechanism operatively connected to the drive shaft of the particularly electric motor drive 12, and a lever mechanism 16, which is designed to transmit a decoupling movement generated by the particularly electric motor drive 12, as needed, to the frog 6.

[0095] As can be seen from Figures 1a, 1b, 2a, 2b, a first end region of the lever mechanism 16 is connected to an output component of the driver mechanism and a second end region of the lever mechanism 16 is connected, in particular in an articulated manner, to the frog 6 and, in particular, to a region of the frog 6 arranged offset with respect to the main axis 7.

[0096] The driver mechanism has a driver part 13 which is operatively connected to the drive shaft and a driver counterpart 14 which is preferably partially or regionally designed to match the driver part 13.

[0097] The driver counterpart 14 is designed to pick up a movement, in particular a rotational movement, transmitted from the drive shaft to the driver part 13 upon actuation of the in particular electric motor drive 12 of the decoupling device 11 and to transmit this movement at least partially to the lever mechanism 16. In detail, it is provided that the driver part 13 is arranged so as to be rotatable about an axis of rotation 15 and is preferably operatively connected via a drive shaft coupling element to the drive shaft of the in particular electric motor drive 12 such that upon activation of the in particular electric motor drive 12 of the decoupling device 11 as required, a rotational movement of the drive shaft is transmitted to the driver part 13 and translated into a rotational movement of the driver part 13. In the same way, the driver counterpart 14 of the driver mechanism is arranged so as to be rotatable about an axis of rotation 15.The rotational axis 15, about which the driver counterpart 14 is arranged to rotate, preferably coincides with the rotational axis 15, about which the driver part 13 is arranged to rotate.

[0098] The driver mechanism and in particular the driver part 13 and / or the driver counterpart 14 of the driver mechanism is designed to transmit a torque in a first direction of rotation of the driver part 13 to the driver counterpart 14 by form-fitting engagement and to transmit no torque in a second direction of rotation opposite to the first direction of rotation, in that when the direction of rotation of the driver part 13 changes, there is at least temporarily or in some areas no operative connection between the driver part 13 and the driver counterpart 14 and the driver part 13 is then in an idle state in which no torque transmission takes place or can take place between the driver part 13 and the driver counterpart 14.In a preferred implementation of the latter aspect, the driver part 13 has at least one region, in particular a toothed region, which projects radially, particularly with respect to the rotational axis 15 about which the driver part 13 is rotatably arranged, and which is designed to transmit a torque from the driver part 13 to the driver counterpart 14 by means of a positive connection. The driver part 13 has two opposing regions, in particular toothed regions, which project radially, particularly with respect to the rotational axis 15 about which the driver part 13 is rotatably arranged.The driver counterpart 14 has at least one pocket region which is preferably at least partially or partially complementary with respect to the at least one projecting region of the driver part 13 and which is designed to form a positive connection with the driver part 13, at least partially or partially, when a torque is transmitted from the driver part 13 to the driver counterpart 14. The clearance angle defined by the pocket region sizes in the stop position of the driver part 13 and driver counterpart 14 describes the theoretically maximum possible adjustment range of the frog 6 free of any reaction to the actuator. The position of the tooth regions of the driver part 13 in the pocket regions of the driver counterpart 14 and thus with respect to the stop orInfluence surfaces for the positive driving of the driver counterpart define the maximum possible deflection angle of the frog free from any reaction to the actuator 12. This means that the driver part 13 and the driver counterpart 14 thus form, in their position relative to one another, so-called idle areas for the movement of the frog 6 when the drive is connected to the actuator, which can be used in normal operating mode and in buffer mode.

[0099] In the idle range, the at least one projecting region of the driver part 13 is at least temporarily or partially without an operative connection with the driver counterpart 14 when the direction of rotation of the driver part 13 changes, such that no torque transmission takes place or can take place between the driver part 13 and the driver counterpart 14. In particular, in the further development of the train coupling 100 according to the invention according to FIG. 2a, by changing the actuator position in the buffer operating mode, it is provided that in the buffer operating mode of the train coupling 100, the driver part 13 is in the aforementioned idle state, in which no torque transmission takes place or can take place between the driver part 13 and the driver counterpart 14.In particular, it is preferred that in the buffer operating mode of the train coupling 100, the driver part 13 is in its idle state such that when an attempted coupling process with a counter-coupling head is attempted, the driver counterpart 14 is rotatable by preferably about 2° to about 10° and more preferably by about 4° to about 7° relative to the driver part 13 until an operative connection between the driver part 13 and the driver counterpart 14 and thus a drive connection to the actuator 12 is established again.

[0100] In the buffer position, the coupling is not engaged, but rather a movement from the target position is detected, and in this case, the coupling is immediately disengaged. In the buffer position of the train coupling 100, the actuator 12 and thus the driver part 13 of the driver mechanism are deliberately not positioned in such a way that re-coupling is possible.

[0101] If the driver part 13 of the driver mechanism were positioned in buffer mode in such a way that re-coupling was possible, which would correspond to a position of the driver 13 as shown in Figure 1a, a strong rebound would occur after uncoupling, which could make re-coupling difficult or even impossible. This can cause problems, especially in vehicles that make strong forward and backward movements due to the back-and-forth sloshing of the fluids.

[0102] Therefore, in the buffer position of the train coupling 100 according to Figure 2a, the driver mechanism is in the initial position so that re-coupling is no longer possible. In particular, the coupling lock 3 is held by the ratchet rod 27, which thus drives the actuator or electric motor drive.

[0103] 12 protects against possible damage at high impact speeds when the counter-coupling lock is triggered. After the coupling lock 3 is triggered, it can still rotate a few degrees, but is then caught by the actuator or electric motor drive 12. The driver

[0104] 13 prevents further rotation. This reliably prevents re-engagement. Again, a sensor registers the attempt to engage the clutch, and the control system immediately initiates disengagement to the original position.

[0105] Even if the spring force of the spring-loaded mechanism 4 were sufficient to rotate the dome lock 3 further, it wouldn't get very far, as the counter-movement is immediately triggered. Since the renewed uncoupling movement only involves a partial rotation, this is also much faster and requires less energy, which conserves any batteries that may be used as a power supply.

[0106] To implement the operating modes of the train coupling 100, it is conceivable for the train coupling 100 to have a sensor system configured to directly or indirectly detect at least the coupled position and the uncoupled position of the frog 6, as well as a movement out of the uncoupled position. Alternatively or additionally, the train coupling 100 can have a sensor system configured to directly or indirectly detect that the frog 6 is locked in the uncoupled position by the locking mechanism.

[0107] Depending on the selection of the desired position in the buffer operating mode, a sensor system is also provided which is designed to directly or indirectly detect at least the desired position as well as a change in the position of the frog 6 from the desired position or a variable which at least indirectly describes the movement of the frog from this.

[0108] If the target position corresponds to the coupling-ready position, the sensors used to detect this can be used.

[0109] Additionally or alternatively, the reset position can be detected, in which the driver counterpart strikes the driver 13 and thus the actuator.

[0110] The sensor system can comprise at least one proximity sensor with an inductive pickup. Such inductive proximity switches react to both ferromagnetic and non-magnetic metallic objects, as well as graphite. However, the sensor system's design as a proximity sensor with an inductive pickup is not considered limiting. Rather, the sensor system can also comprise, for example, at least one capacitive, magnetic, and / or optical proximity switch.

[0111] According to preferred implementations of the invention, it is provided that the uncoupling device 11 is assigned a control device which is designed to activate the uncoupling device 11 as needed, wherein the control device is designed in particular to activate the uncoupling device 11 in the buffer operating mode of the train coupling 100, preferably automatically and in particular selectively automatically, when a deflection of the frog 6 from the target position is detected with the aid of the sensor system, and to deactivate the uncoupling device 11 again when the target position of the frog 6 is detected again with the aid of the sensor system or when this corresponds to the position ready for coupling and it is detected with the aid of the sensor system that the frog 6 is locked in the uncoupled position with the locking device.

[0112] To activate / deactivate the virtual buffer position, according to embodiments of the invention, a control device is assigned to the train coupling 100, which control device is designed to activate and / or deactivate the buffer operating mode of the train coupling 100, preferably automatically and in particular selectively automatically, wherein for this purpose the control device assigned to the train coupling 100 is designed in particular to detect that the car body on which the train coupling 100 is arranged is passing or has passed a predetermined or definable area of ​​a track system, and to activate and / or deactivate the buffer operating mode of the train coupling 100 depending thereon.

[0113] Alternatively or additionally, the train coupling 100 can be assigned an interface device via which the buffer operating mode of the train coupling 100 can be activated and deactivated, wherein the interface device preferably has at least one of the following interfaces: a user interface, in particular in the form of a switch and / or lever, via which the buffer operating mode of the train coupling 100 can be manually activated or deactivated; and / or a machine interface via which a control device of the uncoupling device 11 of the train coupling 100 communicates with a wagon or train control system; and / or a software interface via which a control device of the uncoupling device 11 communicates with a train control system or a higher-level control unit; and / or a data interface via which control commands can be supplied to a control device of the uncoupling device 11, in particular wirelessly.In particular, when the buffer operating mode is set via the control device, the actuator of the decoupling device 12 is moved into an intermediate position III.

[0114] Figures 1a-2b show, by way of example, a preferred electromechanical decoupling actuator design with a rotatable output. This comprises at least one electric drive unit, in particular an electric motor, and a mechanical transmission device coupled thereto, in particular a gear with a driver mechanism and drive connection for connection to the coupling lock 3, in particular the frog 6 designed as a hook plate. A rotary movement present at the driver mechanism is transmitted via the drive connection into a pivoting movement at the frog 6.The free travel and / or clearance angle required according to the invention for the realization of a partial deflection of the frog free from a direct force transmission to the component or components of the uncoupling actuator 11, in particular the electric drive machine, can be placed, for example, in one of the following components or assemblies: the frog-drive connection connection in the drive connection in the connection to the driver mechanism in the driver mechanism consisting of the driver part and the driver counterpart.

[0115] In the mechanical part of the decoupling actuator, especially the gearbox.

[0116] Figure 3 illustrates an alternative actuator by way of example. This is also preferably an electromechanical actuator 11, which comprises an electric drive machine, in particular an electric motor, and a mechanical transmission device coupled to the latter, in particular a linearly movable actuating element such as a spindle or piston, is designed and arranged such that the end region 30 of the spindle is suitable for being brought into operative connection with the frog 6. Here, too, the electromechanical actuator is preferably characterized by a zero position, which corresponds to the illustration in the non-actuated state; the trigger position corresponds to the position in which the actuator 11 becomes effective on the frog 6.Here too, an intermediate position is provided in which the actuator 11, in particular the end region of the spindle or the piston, is arranged at a distance from the frog such that it contacts the frog from the uncoupled target position into a coupled position within the torsion angle range of the frog 6. This intermediate position coincides with the reset position of the frog 6. At the latest when contact is made or even before contact is reached between the frog and the spindle in the intermediate position, the actuator 11 is activated and then moves the frog back to the target position. In this position, the actuator is then back in its zero position. It will then move back to the intermediate position as long as the buffer mode is activated. This operating mode also applies analogously to an electro-hydraulic decoupler actuator.Depending on whether only an electric motor is used or a combination of electric motor and engine brake, the electric motor is either held in the appropriate intermediate position by the engine brake or completely switched off or deactivated and only reactivated when the decoupling device is activated. This means the following in detail:

[0117] - Activation of buffer mode

[0118] Moving the actuator to the intermediate position

[0119] Rotation of the frog from the uncoupled position towards the coupled position

[0120] - Activation of the uncoupling device upon detection of a rotation of the frog in the direction of the coupled position

[0121] Resetting the frog to the decoupled target position. Adjusting the coupling device to the intermediate position and, if necessary, deactivating the electric drive motor or applying the motor brake.

[0122] The above statements also apply analogously to an electro-hydraulic uncoupling device. What is crucial is that, in the intermediate position, a corresponding clearance is provided to the outer circumference of the frog, which is only overcome by the frog when it is rotated, thus enabling contact with the uncoupling device, in particular with the end area of ​​a spindle or piston.

[0123] A basic method for controlling the uncoupling device 11 is rudimentarily shown in Figure 4 using a flow chart. In method step A, the uncoupling device is deactivated. An electric drive motor is preferably switched off. In B, the buffer mode is set. This can be done manually or automatically. In the first case, this can be set manually, for example, using a device on the wagon or a lead vehicle, such as the locomotive (lever, pushbutton switch, etc.), which enables individual activation close to the desired uncoupling process. In the second case, setting can be automated via an external device, such as a shunting control room. In this mode, the uncoupling actuator 11 is moved into an intermediate position III in D.Depending on the drive, the intermediate position can be maintained or the motor can be deactivated in an intermediate position and operated in the correct manner when activated.

[0124] Upon detection of a movement or rotation of the frog 6 in E from the uncoupled target position to the coupled position or toward the coupled position, the uncoupling device 11 in F is activated, acting on the frog to return it to the uncoupled target position. Activation can occur, for example, by releasing an engine brake or switching on the electric drive motor.

[0125] In the next process step G, a comparison is made as to whether the target position has been reached. Upon reaching the target position, the uncoupling device is reset to the intermediate position III as long as the buffer mode is still set according to C. This occurs repeatedly as long as the buffer mode is activated. If the target position has not yet been reached, the frog is rotated further into it using the uncoupling device.

[0126] List of reference symbols

[0127] 1 coupling head

[0128] 2 coupling head housings

[0129] 3 dome closure

[0130] 4 spring accumulators

[0131] 5 coupling eyelet

[0132] 5.1 first end

[0133] 5.2 second end core

[0134] Main axis

[0135] Coupling eye axle

[0136] mouth

[0137] Decoupling device

[0138] Actuator / electric motor drive

[0139] Driver part

[0140] Driver counterpart

[0141] axis of rotation

[0142] lever mechanism

[0143] Main bolt

[0144] cone

[0145] funnel

[0146] frontal surface

[0147] gripper

[0148] latch bar

[0149] Stamp / stamp guide

[0150] End area spindle / piston

[0151] Train coupling

Claims

Patent claims 1. An automatic train coupling (100), in particular for a freight wagon of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling (100) comprises: a coupling head (1) having a coupling head housing (2) and a coupling lock (3) with a locking mechanism, 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, wherein the coupling eye (5) is connected to the frog (6) with a first end (5.1) rotatable about a coupling eye axis (8) and has a free end, and wherein the frog (6) has a mouth (9) arranged to receive a second end (5.2) of a coupling eye (5) of a compatible coupling head (1) of a mating coupling; and an uncoupling device (11),which has an actuator (12) that can be operatively connected to the frog (6) at least indirectly, directly or via a drive connection, in particular can be brought into operative connection or can act directly or indirectly on the frog, and is designed to act on the frog (6) as needed in a normal operating mode in order to rotate the frog (6) from the coupled position to the uncoupled position, wherein the train coupling (100) can be operated as needed in a buffer operating mode in which the train coupling (100) is uncoupled and not ready to be coupled, wherein in the buffer operating mode of the train coupling (100), the frog is in a first uncoupled desired position and the uncoupling device (11) is activated in particular only when the frog (6) moves from this uncoupled desired position in the direction of the coupled position to a reset position lying between the desired position and the coupled position,wherein the frog (6) is then moved back into the uncoupled target position by means of the actuator (12) of the uncoupling device (11).

2. Automatic train coupling (100) according to claim 1, characterized in that the uncoupled desired position corresponds to the coupling-ready position of the frog, in which the locking device releasably locks the frog (6) and in which, when interacting with a compatible coupling head (1) of a counter-coupling, the locking position of the locking device is released and the frog (6) moves in the direction of the coupled position.

3. Automatic train coupling (100) according to one of claims 1 or 2, characterized in that the train coupling (100) has a sensor system which is designed to detect directly or indirectly in the buffer operating mode: the coupled position and the first uncoupled target position of the frog (6) and / or an interaction with a compatible mating coupling, in particular a variable which at least indirectly characterizes the movement of the frog of the train coupling from the uncoupled target position, a position or movement of the frog between the first uncoupled target position and the reset position, and / or the reset position of the frog (6), and / or contacting of the frog with the actuator, and / or the locking of the frog (6) in the ready-to-couple position, and / or the approach and / or contacting of the mating coupling to the coupling 4. Automatic train coupling (100) according to one of claims 1 to 3, wherein the uncoupling device (11) is assigned a control device which is designed to activate the uncoupling device (11) as required, wherein the control device is designed in particular to activate the uncoupling device (11) in the buffer operating mode of the train coupling (100), preferably automatically and in particular selectively automatically, when an interaction of the train coupling with a counter-coupling, in particular a variable which at least indirectly characterizes the movement of the frog from the desired position, in particular movement of the frog of the train coupling from the desired position, is detected directly or indirectly with the aid of the sensor system, and to deactivate the uncoupling device (11) again when the desired position of the frog (6) is detected again with the aid of the sensor system.

5. Automatic train coupling (100) according to one of claims 1 to 4, wherein the train coupling (100) is assigned an interface device via which the buffer operating mode of the train coupling (100) can be activated and deactivated, wherein the interface device preferably has at least one of the following interfaces: a user interface, in particular in the form of a switch and / or lever, via which the buffer operating mode of the train coupling (100) can be manually activated or deactivated; and / or a machine interface, via which a control device of the uncoupling device (11) of the train coupling (100) communicates with a wagon or train control system; and / or a software interface, via which a control device of the uncoupling device (11) communicates with a train control system or a higher-level control unit; and / or a data interface, via which control commands, in particular wireless or wired control commands, can be supplied to a control device of the uncoupling device (11).

6. Automatic train coupling (100) according to one of claims 1 to 5, characterized in that the uncoupling device is designed and controllable in such a way that in normal operating mode the actuator can be operated in a first setting range between a zero position and a release position, wherein the actuator in its zero position upon rotation of the frog from the uncoupled position into the coupled position is free of a force-transmitting connection or contact to the frog and in the coupled position of the frog can be brought into operative connection with the frog in a force-transmitting manner,in particular, can be coupled or is coupled and, upon activation of the uncoupling device, the actuator can be moved from the zero position to the release position by moving the frog from the coupled position to an uncoupled position and, after reaching this position, is returned to the zero position, and that in buffer mode the actuator can be operated in a second adjustment range lying between the zero position and the release position and characterized by the intermediate position and the release position, wherein the actuator in the intermediate position is free of a force-transmitting connection to the frog when the frog is rotated from the uncoupled position to the reset position, and in the reset position of the frog the actuator can be brought into an operative force-transmitting connection with the frog,in particular can be coupled or is coupled and when the uncoupling device is activated the actuator can be moved from the intermediate position to the release position by moving the frog from the reset position to the uncoupled target position and after reaching this position into the, intermediate position, wherein preferably the second actuating range of the actuator lies within the first actuating range of the actuator.

7. Automatic train coupling (100) according to claim 5 or 6, characterized in that in the connection of the actuator to the frog, in particular the connection between a drive machine of the actuator and the frog, a first free path or clearance angle for realizing a relative movement free from force transmission between operatively connectable components of the uncoupling device in normal operation when the frog is rotated from the coupled position into the uncoupled position and in the buffer operation mode a second free path or clearance angle for realizing a relative movement free from force transmission between operatively connectable components of the uncoupling device, in particular the connection of the actuator to the frog orthe connection between the drive machine of the actuator is provided when the frog is rotated from the uncoupled position to at least the reset position, wherein the second free travel or clearance angle is smaller than the first.

8. Automatic train coupling according to one of claims 1 to 7, characterized in that the actuator is designed as an electromechanical or electrohydraulic uncoupling actuator and is at least partially or completely integrated in the coupling head housing.

9. Automatic train coupling (100) according to one of claims 1 to 8, characterized in that the uncoupling device has a drive, in particular an electric motor drive, with a drive shaft, and the drive connection has a driver mechanism which is at least indirectly operatively connected to the drive shaft and a lever mechanism (16) for transmitting a decoupling movement generated as required by the drive (12), in particular an electric motor drive, to the frog (6),wherein a first end region of the lever mechanism (16) is connected to an output component of the driver mechanism and a second end region of the lever mechanism (16) is connected, in particular in an articulated manner, to the frog (6) and, in particular, to a region of the frog (6) arranged offset with respect to the main axis (7), and wherein the driver mechanism has a driver part (13) which is at least indirectly operatively connected to the drive shaft and a driver counterpart (14) which is preferably partially or partially designed to match the driver part (13), which, is designed, upon actuation of the in particular electromagnetic drive (12), to pick up a movement, in particular a rotary movement, transmitted from the drive shaft to the driver part (13) and to transmit this at least partially to the lever mechanism (16).

10. Automatic train coupling (100) according to claim 9, characterized in that the driver part (13) is arranged rotatably about a rotational axis (15) and is preferably operatively connected via a gear to the drive shaft of the in particular electric motor drive (12) in such a way that, upon activation of the in particular electric motor drive (12) as required, a rotational movement of the drive shaft is transmitted to the driver part (13) and translated into a rotational movement of the driver part (13), wherein the driver counterpart (14) is arranged rotatably about a rotational axis (15), wherein the rotational axis (15) about which the driver counterpart (14) is arranged rotatably preferably coincides with the rotational axis (15) about which the driver part (13) is arranged rotatably, and wherein the driver part (13) and / or the driver counterpart (14) are / is formed,to transmit a torque in one direction of rotation of the driver part (13) to the driver counterpart (14) by positive engagement, and in a second direction of rotation opposite to the first direction of rotation, there is no operative connection between the driver part (13) and the driver counterpart (14), and then the driver part (13) is in an idle state in which no torque transmission takes place or can take place between the driver part (13) and the driver counterpart (14), and / or that in the buffer operating mode, the driver part (13) has at least one radially projecting region, in particular a toothed region, which is designed to transmit a torque from the driver part (13) to the driver counterpart (14) by positive engagement,in particular the driver part (13) has at least two mutually opposite and, in particular with regard to the axis of rotation (15) about which the driver part (13) is rotatably arranged, radially projecting regions, in particular tooth regions, and the driver counterpart (14) has at least one pocket region which is preferably at least partially or partially complementary with regard to the at least one projecting region of the driver part (13), which is designed, when transmitting a torque from the driver part (13) to, the driver counterpart (14) to form a positive connection at least partially or in some areas.

11. Automatic train coupling (100) according to one of claims 1 to 8, characterized in that the actuator comprises a linearly displaceable or movable actuating element which can be driven directly or via further intermediate transmission means via at least one drive machine, said actuating element having an end region, in particular a piston or spindle, for at least indirect interaction with the frog, wherein the actuator is designed and arranged such that it can assume and hold an intermediate position in the buffer operating mode, in which intermediate position an end region of the actuating element intended for interaction with the frog is positioned at a distance from the frog and the actuator can be activated to return the frog to the desired position at least when the frog is rotated from the uncoupled desired position towards the coupled position, at the latest when contact is made with the frog.

12. Method for operating an automatic train coupling (100), in particular an automatic train coupling (100) according to one of claims 1 to 1", in which a decoupling device (11), which has an actuator (12) which can be brought into operative connection with a coupling lock (3) of the train coupling (100), in particular operatively connectable or acting on the latter, can be activated in order to move the coupling lock (3) of the train coupling (100) from a coupled position into an uncoupled position in a normal operating mode of the train coupling and in a selectable buffer operating mode in which the train coupling (100) is uncoupled and not ready to be coupled, the decoupling device (11) is only activated when the coupling lock (3) of the train coupling (100) moves from an uncoupled desired position towards the coupled position and into a position lying between a desired position and the coupled position of the frog Reset position moved,to return the coupling lock (3) back to its uncoupled target position:, 13. Method according to claim 12, characterized in that in the normal operating mode the actuator of the decoupling device is in a zero position and is operable between the zero position and a release position when a decoupling command is present, wherein the actuator in its zero position upon rotation of the frog from the uncoupled position to the coupled position is free of any force-transmitting connection to the frog and, when the uncoupling device is activated in the coupled position of the frog, is coupled to the frog in a force-transmitting manner and is moved from the zero position to the release position by moving the frog from the coupled position to an uncoupled position and, after reaching this position, is returned to the zero position and, when the buffer operating mode is activated, the actuator is moved from the zero position to an intermediate position lying between the zero position and the release position and is operable between the intermediate position and the release position,wherein the actuator in the intermediate position is free of a force-transmitting connection to the frog when the frog is rotated from the uncoupled target position to the reset position, and in the reset position of the frog, the actuator is coupled to the frog in a force-transmitting manner, and the actuator is moved from the intermediate position to the release position while the frog is moved from the reset position to the uncoupled target position, and after reaching this position, is returned to the intermediate position.

14. Method according to claim 12 or 13, characterized in that the buffer operating mode can be selectively activated and / or deactivated.

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