DE102024132955A1 - Automatic train coupling and coupling arrangement - Google Patents

Abstract

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

Description

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

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

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

A spring mechanism is assigned to the hook plate so that it can be rotated against the force of the spring mechanism from the coupled position to the uncoupled position and by the force of the spring mechanism from the uncoupled position to the ready-to-couple position and from the ready-to-couple position to the coupled position. The locking mechanism, which holds the coupling lock in the appropriate position or releases it to transition to another position by rotating the hook plate, has a plunger that can be moved against a spring force in the coupling direction of the train coupling and a ratchet rod that can be moved transversely or diagonally to the coupling direction. The ratchet rod is articulated to the hook plate and, when the hook plate is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet rod blocks any backward rotation of the hook plate, i.e. in the direction from the uncoupled position to the coupled position. The plunger, in turn, is movable between a first position and a second position. In the first position, in which the plunger is moved against the spring force, the plunger locks the latching 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 latching rod from the detent position.

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

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

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

• https://de.wikipedia.org/w/index.php?title=scharfenbergkupplung&olded=184854267. Version vom 18.01.2019 .

For the state of the art, please refer to GB 419 590 A and US 2013/0146558 A1 . Generic Scharfenberg couplings are further disclosed in Wikipedia: Scharfenberg coupling. URL:

• https://de.wikipedia.org/w/index.php?title=scharfenbergkupplung&olded=184854267. Version from January 18, 2019 .

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

During shunting operations, e.g. at a hump, it is important that a coupler that has been uncoupled once is only ready to be coupled again when it has approached a wagon provided for this purpose, or when coupling and thus mechanical coupling of two coupler heads of a coupling arrangement is actually desired. If, during shunting, e.g. at a hump, two uncoupled wagons briefly move apart, the next contact with the opposing train coupler immediately triggers a coupling process, which is unwanted in this case. To prevent this unwanted coupling, the lock must be blocked in a suitable manner so that it can no longer be rotated. The lock must therefore be blocked in a certain position. At the same time, it must also be ensured that the passive coupling is safely uncoupled, for example when the couplers are pushed open by a locomotive or when one side is manually uncoupled.

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

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

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

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

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

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

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

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

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

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

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

1. a) wenigstens mittelbares, vorzugsweise direktes Blockieren bzw. Feststellen der Bewegung einer der Komponenten des Kuppelverschlusses, insbesondere Hakenplatte, Hauptbolzen zur verdrehbaren Lagerung der Hakenplatte; Arretierung etc. oder
2. b) die Realisierung einer starren Verbindung zwischen einer Komponente des Kuppelverschlusses und einem ortsfesten Bauteil erzielt werden.

The locking position can be achieved by

1. a) at least indirect, preferably direct blocking or immobilising the movement of one of the components of the dome closure, in particular the hook plate, main bolt for rotatable mounting of the hook plate; locking etc. or
2. b) the realisation of a rigid connection between a component of the dome closure and a stationary component.

For both designs, the intervention can be carried out from outside the coupling, in particular from the coupling environment, for example by means of a manual uncoupling device coupled to the coupling lock and provided on the vehicle carrying the coupling, which is effective on the main bolt of the coupling lock.

Another embodiment provides the blocking device at least partially within the traction coupling, in particular the traction coupling housing.

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

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

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

• - eine Entkuppeleinrichtung, umfassend eine Antriebsmaschine, insbesondere einen Elektromotor oder Hydraulikmotor oder pneumatischen Motor, der über eine Triebverbindung zumindest mittelbar an der Hakenplatte oder einem mit dieser drehfest verbundenen Bauteil wirksam ist, oder vorzugsweise direkt an der Hakenplatte wirksam ist;
• - eine elektro-hydraulische Entkuppeleinrichtung, umfassend einen Elektromotor, eine vom Elektromotor antreibbare hydraulische, insbesondere hydrostatische Pumpe und wenigstens eine von der Pumpe beaufschlagbare Zylinder/Kolbeneinheit, wobei der Kolben der Zylinder/Kolbeneinheit derart angeordnet und ausgebildet ist, direkt oder über wenigstens ein Übertragungsglied auf die Hakenplatte einzuwirken;
• - eine elektro-mechanische Entkuppeleinrichtung, umfassend einen Elektromotor, ein mit dem Elektromotor koppelbares Getriebe, wobei der Ausgang des Getriebes mittelbar über zumindest ein weiteres mechanisches Übertragungselement oder direkt an der Hakenplatte wirksam ist;
• - eine pneumatische Entkuppeleinrichtung, umfassend eine Zylinder/Kolbeneinheit, welche ausgebildet und angeordnet ist, wenigstens mittelbar, vorzugsweise direkt oder über wenigstens ein Übertragungsglied auf die Hakenplatte einzuwirken.

There are a number of options regarding the design of the uncoupling device. The uncoupling device that is least indirectly effective on the coupling lock is preferably designed as a device from the group of the following devices:

• - a decoupling device comprising a drive machine, in particular an electric motor or hydraulic motor or pneumatic motor, which acts at least indirectly on the hook plate or a component connected thereto in a rotationally fixed manner via a drive connection, or preferably acts directly on the hook plate;
• - an electro-hydraulic decoupling device comprising an electric motor, a hydraulic, in particular hydrostatic, pump driven by the electric motor and at least one cylinder/piston unit actuated by the pump, wherein the piston of the cylinder/piston unit is arranged and designed to act on the hook plate directly or via at least one transmission member;
• - an electro-mechanical decoupling device comprising an electric motor, a gear that can be coupled to the electric motor, the output of the gear being effective indirectly via at least one further mechanical transmission element or directly on the hook plate;
• - a pneumatic decoupling device comprising a cylinder/piston unit which is designed and arranged to act on the hook plate at least indirectly, preferably directly or via at least one transmission member.

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

1. a) eine Steuereinrichtung vorgesehen ist, mit welcher die Entkuppeleinrichtung, insbesondere der Antriebsmotor derart ansteuerbar ist, um diese über eine Zeitspanne dauerhaft in der Sperrstellung zu halten oder
2. b) die Entkuppeleinrichtung eine Motorbremse oder eine Getriebebremse umfasst und eine Steuereinrichtung zum Ansteuern der Motorbremse oder Getriebebremse vorgesehen ist mit welcher die Motorbremse oder die Getriebebremse derart ansteuerbar ist, um diese über eine Zeitspanne dauerhaft in der Sperrstellung zu halten oder
3. c) der Entkuppeleinrichtung eine Einrichtung zum ortsfesten Feststellen eines Übertragungsgliedes der Entkuppeleinrichtung zugeordnet ist und eine Steuereinrichtung zum Ansteuern der Einrichtung vorgesehen ist, um das Übertragungsglied über eine Zeitspanne dauerhaft in der Sperrstellung zu halten.

In the aforementioned cases, when using the uncoupling device or the manual uncoupling device as a blocking device, the uncoupling device has a locking position. The uncoupling device has a locking position in which it prevents the hook plate from being rotated from the uncoupled position to the coupled position via the drive connection is blocked, whereby depending on the design of the decoupling device

1. a) a control device is provided with which the uncoupling device, in particular the drive motor, can be controlled in such a way as to keep it permanently in the locked position over a period of time or
2. b) the decoupling device comprises an engine brake or a transmission brake and a control device is provided for controlling the engine brake or transmission brake, with which the engine brake or the transmission brake can be controlled in such a way as to keep it permanently in the locked position over a period of time, or
3. c) the uncoupling device is assigned a device for stationary locking of a transmission element of the uncoupling device and a control device is provided for controlling the device in order to keep the transmission element permanently in the locked position over a period of time.

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

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

• 1a bis 1c eine Zugkupplung in unterschiedlichen Funktionsstellungen;
• 2: eine Kupplungsanordnung mit Darstellung der Sperrstellung;
• 3a bis 3b in schematisiert vereinfachter Darstellung die Ausführungen und Funktionsweise einer Blockiereinrichtung.

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

• 1a to 1c a train coupling in different functional positions;
• 2 : a coupling arrangement showing the locking position;
• 3a to 3b in a simplified schematic representation the design and functioning of a blocking device.

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

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

1a illustrates in a schematically simplified representation an embodiment of an automatic train coupling 100 according to the invention in a coupled position I with a compatible counter-train coupling 100' using a section thereof. The 1b shows the train coupling 100 and compatible counter-train coupling 100' in the uncoupling position II and thus in an uncoupled position.

The 1c shows a coupling head of the train coupling 100 on its own without a counter-train coupling in the ready-to-couple position III.

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

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

The core 6 of each coupling head 1 is movable from an uncoupled position ( 1b) into the coupled position ( 1a) or the coupling-ready position ( 1c ) rotatable. For this purpose, the spring accumulator 10 is connected, for example, with a first end region at least indirectly to the coupling head housing 2 and with a second end region to the coupling eyelet 5 in the first end region 5.1.

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

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

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

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

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

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

If the rotation of the hook plates 6, 6' in the direction of the 1b shown uncoupled positions has progressed far enough, the coupling eyes 5 slide on the mouths 9 of the hook plates 6 and the latch rods 12 are brought into their locking position, in which, when the stamps 11 are moved into their first position when the coupling heads 1 are moved apart, the locking connection between the latch rods 12 and the counter bearings 14 can be established, that is to say the two locking projections 16, 17 hook into one another in a form-fitting manner and the hook plate 6 is moved from the uncoupling position into the coupling-ready position when the coupling heads 1 are moved apart, as in 1c shown, withdraw.

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

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

The uncoupling device 30, 30' is provided for moving the coupling lock 3 from the coupled to the uncoupled position II or III. Depending on the design, this is designed as a manual uncoupling device 40 or as an automatic uncoupling device 30. In the 1a to 1c Both the manual uncoupling device 40, 40' and the uncoupling device 30, 30' are shown schematically as examples using a dashed line. These illustrations are intended only to illustrate the possible presence, not the specific design.

The decoupling device 30, 30' is, for example, completely integrated into the coupling head 1, in particular the coupling head housing 2 and a shaft or coupling rod possibly adjoining it. The decoupling device 30, 30', which acts at least indirectly on the coupling closure 3, 3', is, for example, designed as an electromechanical decoupling device, comprising a drive motor 31, in particular an electric motor, which is coupled to the hook plate 6, 6' via a drive connection 32, in particular is connected to it. The electric motor is then preferably coupled to the hook plate 6 via at least one gear.

• - eine Entkuppeleinrichtung, umfassend eine Antriebsmaschine, insbesondere einen Elektromotor oder Hydraulikmotor oder pneumatischen Motor, der über eine Triebverbindung zumindest mittelbar an der Hakenplatte oder direkt an der Hakenplatte angeschlossen oder an dieser wirksam ist;
• - eine elektro-hydraulische Entkuppeleinrichtung, umfassend einen Elektromotor, eine vom Elektromotor antreibbare hydraulische, insbesondere hydrostatische Pumpe und wenigstens eine von der Pumpe beaufschlagbare Zylinder/Kolbeneinheit, wobei der Kolben der Zylinder/Kolbeneinheit derart angeordnet und ausgebildet ist, direkt oder über wenigstens ein Übertragungsglied auf die Hakenplatte einzuwirken;
• - eine pneumatische Entkuppeleinrichtung, umfassend eine Zylinder/Kolbeneinheit, welche ausgebildet und angeordnet ist, wenigstens mittelbar, vorzugsweise direkt oder über wenigstens ein Übertragungsglied auf die Hakenplatte einzuwirken.

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

• - a decoupling device comprising a drive machine, in particular an electric motor or hydraulic motor or pneumatic motor, which is connected to the hook plate or directly to the hook plate via a drive connection or is effective on the latter;
• - an electro-hydraulic decoupling device comprising an electric motor, a hydraulic, in particular hydrostatic pump driven by the electric motor and at least a cylinder/piston unit which can be acted upon by the pump, wherein the piston of the cylinder/piston unit is arranged and designed to act on the hook plate directly or via at least one transmission member;
• - a pneumatic decoupling device comprising a cylinder/piston unit which is designed and arranged to act on the hook plate at least indirectly, preferably directly or via at least one transmission member.

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

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

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

The 3a and 3b show schematically and very simplified the basic design possibilities of a blocking device 50 and its interaction with a dome closure 3. The 3a shows the blocking device (50) as a separate device, which can be activated or deactivated via a control device 52 in order to act on the dome closure 3 or to release it. 3b shows the blocking device 50 as a component of the uncoupling device 30, which can be controlled via a control device 52 in such a way as to move the coupling lock 3 into the blocking position IV if necessary.

List of reference symbols

1

coupling head

2

Coupling head housing

3, 3'

dome closure

5.5'

Coupling eyelet

6, 6'

Hook plate

7, 7'

Main axis

8, 8'

Coupling eye bolt

9, 9'

mouth

10, 10'

Spring accumulator

11

Rubber stamp

12

latch rod

13

opening

14

Counter bearing

15

guide

16

locking projection

17

locking projection

18

spring element

19

Main bolt

20

Locking

21

cone

22

funnel

23

frontal surface

30

Decoupling device

31

drive machine

32

Drive connection

40

Manual uncoupling device

50

Blocking device

51

Connection

52

Control device

100

Train coupling

100'

Counter-pull coupling

110

Clutch arrangement

RE

Reference line

I

coupled position

II

uncoupled decoupling position

III

uncoupled, ready-to-couple position

IV

Locking position

Alpha 1

angle of rotation

Alpha 2

angle of rotation

QUOTES CONTAINED IN THE DESCRIPTION

This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• GB 419 590 A [0008]
• US 2013/0146558 A1 [0008]

Cited non-patent literature

• https://de.wikipedia.org/w/index.php?title=scharfenbergkupplung&olded=184854267. Version from 18.01.2019 [0008]

Claims (14)

Train coupling (100) for a track-bound vehicle, in particular a rail vehicle, comprising a coupling head (1) which receives a coupling lock (3) with a locking device (20), wherein the coupling lock (3) is designed as a rotary lock for interacting with a coupling lock (3) of a compatible counter-train coupling (100') with a coupling eye (8) and a hook plate (6) which can be rotated about a main axis (7) between a coupled position (I) as a reference position and an uncoupled position, wherein in the uncoupled positions a distinction is made at least between an uncoupled uncoupling position (II), an uncoupled position ready for coupling (III) and a blocking position (IV); a blocking device (50, (50)) for holding the coupling lock (3) in the blocking position (IV), in which a twisting of the hook plate (6) into the coupled position (I) is avoided, characterized in that the position of the coupling lock (3), in particular of the hook plate (6) in the blocking position (IV) of the coupling lock (3) corresponds to a twist angle in an angular range of 0 to 5° in or counterclockwise direction compared to its position in the coupling-ready position (III), preferably corresponds to the position of the hook plate (6) in the coupling-ready position (III). Train coupling (100) to Claim 1 , characterized in that the position of the hook plate (6) in the coupling-ready position (III) of the coupling closure (3) compared to the position of the hook plate (6) in the coupled position (I) of the coupling closure (3) is characterized by a clockwise rotation angle in an angular range of 60 to 65°, preferably 60 to 63°, particularly preferably 61° Train coupling (100) to Claim 1 or 2 , characterized in that the position of the hook plate (6) in the uncoupled uncoupling position (II) of the dome closure (3) compared to the position of the hook plate (6) in the coupled position (I) of the dome closure (3) is characterized by a clockwise rotation angle in an angular range of 70 to 75°, particularly preferably 73°. Train coupling (100) according to one of the Claims 1 until 3 , characterized in that a decoupling device (30) acting at least indirectly on the coupling closure (3) is provided in order to rotate the hook plate (6) from the coupled position (1) into an uncoupled position (II, III, IV), in particular the uncoupling position (II), coupling-ready position (III). Train coupling (100) according to one of the Claims 1 until 4 , characterized in that the blocking device (50, (50)) is switchable, in particular selectively activatable and deactivatable. Train coupling (100) according to one of the Claims 1 until 5 , characterized in that a control device (52) is provided with which the blocking device (50, (50)) can be controlled in such a way as to keep it permanently in the blocking position (IV) over a period of time. Train coupling (100) according to one of the Claims 1 until 6 , characterized in that the blocking device (50, (50)) is formed by a device which is designed and arranged in such a way as to block or immobilize the movement of one of the components of the coupling lock, in particular the hook plate, main bolt for the rotatable mounting of the hook plate; locking etc. or to produce a rigid connection between a component of the coupling lock (3) and a stationary component, in particular a rigid connection between the hook plate or a component which is at least indirectly, preferably directly, connected to it in a drive-proof manner and the coupling head housing (2) or a component which is connected to the coupling head housing (2). Train coupling (1) according to one of the Claims 1 until 7 , characterized in that the decoupling device (30) which acts at least indirectly on the coupling lock (3) is designed as a device from the group of the devices mentioned below: - a decoupling device (30) comprising a drive machine (31), in particular an electric motor or hydraulic motor or pneumatic motor, which acts at least indirectly on the coupling lock (3), in particular on the hook plate (6), via a drive connection (32) or directly on the coupling lock (3), in particular on the hook plate (6); - an electro-hydraulic decoupling device comprising an electric motor, a hydraulic, in particular hydrostatic, pump which can be driven by the electric motor, and at least one cylinder/piston unit which can be acted upon by the pump, the piston of the cylinder/piston unit being arranged and designed in such a way as to act on the coupling lock (3), in particular on the hook plate (6), directly or via at least one transmission element; - an electro-mechanical decoupling device comprising an electric motor, a gear that can be coupled to the electric motor, wherein the output of the transmission is effective indirectly via at least one further mechanical transmission element or directly on the coupling closure (3), in particular on the hook plate; - a pneumatic decoupling device, comprising a cylinder/piston unit, which is designed and arranged to act at least indirectly, preferably directly or via at least one transmission element on the coupling closure (3), in particular the hook plate (69). Train coupling (100) to Claim 8 , characterized in that the uncoupling device (30) has a position which is assigned to a locking position (IV) of the coupling lock (3), in which it blocks rotation of the hook plate (6) from the uncoupled position into the coupled position (I) via the drive connection (32), wherein a) a control device (52) is provided with which the uncoupling device (30), in particular the drive motor (31), can be controlled in such a way as to hold it permanently in the locking position (IV) over a period of time or b) the uncoupling device (30) comprises an engine brake or transmission brake and a control device (52) for controlling this in order to hold the uncoupling device permanently in the locking position (IV) over a period of time; c) the uncoupling device (30) is assigned a device for stationary fixing of a transmission element of the uncoupling device (30) and a control device (52) is provided for controlling this device in order to hold the transmission element permanently in this position, which is assigned to the blocking position (IV) of the coupling lock (3), for a period of time. Train coupling (100) according to one of the Claims 1 until 9 , characterized in that a manual uncoupling device (40) is provided which is arranged outside the coupling head housing (2) and with a component which is at least indirectly connected to the coupling closure (3) for moving the coupling closure (3) from the coupled position (1) into an uncoupled, covered position, wherein the position of the hook plate in the uncoupled, covered position of the coupling closure is characterized by a clockwise rotation angle in an angular range of 80 to 83°, particularly preferably 81°, compared to the position of the hook plate in the coupled position of the coupling closure. Train coupling (100) according to one of the Claims 1 until 10 , characterized in that the blocking device (50) is formed at least partially, preferably completely by the uncoupling device (30) or manual uncoupling device (40). Train coupling (100) to Claim 11 , characterized in that the control device (52) of the blocking device (50) is formed by the control device (52) of the decoupling device (30). Train coupling (100) according to one of the Claims 1 until 12 , characterized in that the blocking device (50, (50)) and/or uncoupling device (30) are arranged at least partially, preferably completely, in the coupling head housing (2) and optionally a coupling shaft adjoining it. Coupling arrangement (110) for at least mechanically connecting two adjacently arranged track-bound vehicles by the interaction of two traction couplings - a traction coupling (100) arranged on a first track-guided vehicle and a counter-traction coupling (110') arranged on a second track-guided vehicle according to one of the Claims 1 until 13 .

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