DE102023111716A1 - Manual uncoupling device, automatic train coupling and rail vehicle frame with an automatic train coupling - Google Patents

Abstract

The present invention relates to a manual uncoupling device according to the preamble of claim 1. The invention further relates to an automatic train coupling with at least one mechanical coupling device and a rail vehicle frame of a rail vehicle for receiving carriage parts with such an automatic train coupling.

Description

The present invention relates to a manual uncoupling device according to the preamble of claim 1. The invention further relates to an automatic train coupling with at least one mechanical coupling device and a rail vehicle frame of a rail vehicle for receiving carriage parts with such an automatic train coupling.

Rail vehicles are mechanically coupled to one another using train couplings so that tensile forces can be transmitted between the rail vehicles coupled to one another. As a rule, such automatic train couplings as the present invention relates to also each have a front plate via which compressive forces can also be transmitted. The automatic train couplings have at least one mechanical coupling device. This comprises, for example, a coupling profile and a coupling lock. The coupling profile is characterized by cones and funnels which are enclosed by the front plate. The coupling lock in such couplings is designed as a rotary lock. This comprises a core piece which is rotatably mounted in the coupling head and has a coupling eyelet articulated to it. The core piece is designed as a mouth for interacting with the coupling eyelet of a coupling lock of a counter train coupling in order to mechanically lock the train couplings to one another.

In the case of automatic train couplings, an automatic release device is also provided for unlocking or uncoupling the coupling device. In order to enable unlocking even when the rail vehicle is parked, a manual uncoupling device is also provided for unlocking the coupling device, in particular for moving the coupling lock from a coupled position to an uncoupled position.

From the publication DE102020119328 A manual uncoupling device for unlocking the mechanical coupling device is known, wherein the manual uncoupling device comprises a pull cable which has a first end at least indirectly connected to the mechanical coupling device and a second end opposite the first end. The manual uncoupling device comprises an actuating device in the form of a hand lever which can be rotated about an axis of rotation from a coupling position to an uncoupling position and back, wherein the second end of the pull cable is at least indirectly connected to the hand lever at a distance from the axis of rotation. The hand lever comprises a segment and a handle bar connected to the segment or formed in one piece with it, wherein the axis of rotation runs vertically through the segment and the pull cable is connected to the segment with its second end. The segment has a receiving groove along its outer circumference, wherein the receiving groove receives the pull cable when the segment is rotated about the axis of rotation. The receiving groove preferably has the shape of a circular segment arc. However, other shapes can also be considered, for example the shape of an elliptical segment arc or an angled shape in the manner of a polygon, which changes the effective lever arm when the traction cable is picked up in the receiving channel.

A significant disadvantage of this design is the relatively long guide of the traction cable and, when using a purely circular segment, the high force required for uncoupling, which increases due to the direct transmission to the coupling lock due to the increasing counterforce from the spring device. A corresponding modification of the segment with regard to the geometry of the guide area for the traction cable is only possible to a very limited extent due to the direct connection to the hand lever for reasons of the given installation situation. With this design, it is also not possible to block the coupling lock in the sense of a buffer position, i.e. a functional position in which the coupling lock is held in a position in which coupling is definitely avoided or prevented when it comes into contact with the coupling device of a counter-traction coupling, preferably by holding or blocking the coupling lock in the uncoupled position.

The present invention is therefore based on the object of improving an automatic train coupling of the type shown in such a way that the force that an operator has to apply to the manual uncoupling device to unlock the coupling device is comparatively reduced and the operator can better recognize whether the coupling device is in the unlocked state. Furthermore, it should be possible to set and maintain a buffer position on the coupling lock. The manual uncoupling device should have a simple structure and offer the possibility of easy installation and retrofitting.

The object according to the invention is achieved by a manual uncoupling device, an automatic train coupling with such a manual uncoupling device and a rail vehicle frame for connecting or linking an automatic train coupling with the features of the independent claims. The dependent claims describe advantageous and particularly useful embodiments of the manual uncoupling device, automatic train coupling and Rail vehicle frame with an automatic train coupling.

A manual uncoupling device designed according to the invention for unlocking a mechanical coupling device, in particular for moving a coupling lock of an automatic train coupling that can be connected to a rail vehicle frame from a coupled position to an uncoupled position, comprises a traction cable that has a first end for at least indirectly connecting to the mechanical coupling device and a second opposite end, the second end being connected to a segment that can be pivoted about an axis of rotation for partially guiding the traction cable. The segment mounted about an axis of rotation is designed with a guide area for the traction cable, which is characterized by a curved course that can be described by at least two different radii, preferably a variable sequence of radii. The manual uncoupling device also comprises an actuating device with a manually operable hand lever that can be adjusted from a coupling position to an uncoupling position and is at least indirectly coupled to the segment. According to the invention, a gear is arranged between the actuating device and the segment, wherein, viewed in the direction of force transmission from the actuating device to the traction cable, the input of the gear is connected to the actuating device via a coupling device and the output of the gear is connected to the segment pivotable about the axis of rotation or is formed by it.

An automatic train coupling is understood to be a coupling that automatically creates a mechanical connection when interacting with a counter-train coupling. In particular, this is understood to be a central buffer coupling, which can be used for rail-bound vehicles in the form of both passenger and freight vehicles.

In a Scharfenberg™ type train coupling, this comprises a coupling eye and a frog arranged so that it can rotate about a main axis. The coupling eye of the coupling lock is connected to the frog with a first end so that it can rotate about a coupling eye axis and has a second free end. The frog is designed as a disc hook with a mouth that is designed to receive a second end of a coupling eye of an opposite coupling head of a counter-train coupling. The frog of the train coupling can be rotated against the force of a spring accumulator from the coupled position to the uncoupled position and by the force of the spring accumulator from the uncoupled position to the coupled position.

The uncoupled position of the coupling lock corresponds to the position in the uncoupled state, i.e. free from the interaction of the coupling with a counter-traction coupling. The coupled position of the coupling lock corresponds to the position in the coupled state of the couplings to be connected to one another and thus the position in which tensile forces are transmitted via them.

The coupling position of the actuating device describes in particular its position or arrangement when the coupling lock is in the coupled position. The uncoupling position of the actuating device describes in particular its position or arrangement when the coupling lock is in the uncoupled position.

By providing a gear and a coupling device between the actuating device and this or the traction cable connected to the segment, the relatively long guide of the traction cable to the guide on the segment, which is required in the above-mentioned state of the art, is no longer necessary, which, depending on the boundary conditions on the automatic traction coupling and the rail vehicle frame, requires separate guide elements to be provided individually for each application and their attachment to the rail vehicle frame. The traction cable can be kept relatively short, which means that the entry into the guide area on the segment is also easy to control.

A further advantage of the spatially separate arrangement of the actuating device and segment is that the installation space required for this does not have to be provided in the lateral end area of the rail vehicle frame, which is only available to a limited extent for attachments.

By providing an intermediate gear, in particular with a suitable gear ratio, the segment or the guide area for the traction cable can be optimized for the force curve to be set during uncoupling without significantly increasing the size of the component. The arrangement of the gear also offers the advantage of being able to compensate for an offset between the actuating device and the segment, in particular the rotation and swivel axes assigned to them.

The manual uncoupling device further comprises at least one guide element in the form of a guide pivotable about two axes that can be assigned to the traction cable, which can be a one-sided Bowden cable, for example, between the first and second end regions. Guide roller for guiding the traction cable before it enters the guide area on the segment. The guide element has an interface for fastening to the rail vehicle frame or a component connected to it. The position of the swivel axis or swivel axes of this guide roller is determined by the direction in which the traction cable feeds into the segment in the installed position. The swiveling ability of the guide roller enables the traction cable to be securely aligned with the guide area on the segment and for optimum guidance on it, particularly when it enters or runs onto it and when it is wound up when uncoupling.

The gear unit preferably comprises a housing that at least partially encloses it and an interface for fastening it to the rail vehicle frame. Analogously, the actuating device also comprises an interface for fastening it to the rail vehicle frame. In a particularly advantageous further development, the segment and optionally the pivoting guide roller are then mounted in the housing of the gear unit. The entire manual uncoupling device then has a modular structure with a few components that are to be mounted accordingly on the rail vehicle frame or the automatic coupling.

In a particularly advantageous embodiment, the interfaces of the transmission and the actuating device are designed in a standardized manner where possible or are provided as complementary interfaces to interfaces on a rail vehicle frame that are already provided for other components.

If the actuating device and the transmission, in particular the transmission with transmission housing and the segment integrated therein as well as the pivoting guide roller, are designed as modular units, the length of the coupling device connecting the transmission to the actuating device can be defined as a function of the spatial arrangement of these relative to one another and the length of the traction cable as a function of the spatial arrangement of the coupling lock and transmission on the rail vehicle.

The actuating device comprises at least one hand lever which is connected to the gear via the coupling device and which can be pivoted about a first pivot axis between a coupling position and an uncoupling position. The hand lever can be pivoted about a further second pivot axis aligned at an angle to this first pivot axis into a buffer position, wherein the hand lever is blocked or held in the buffer position and pivoting about the first pivot axis is prevented. The buffer position is characterized in that the coupling device is blocked in the uncoupled position via the manual uncoupling device. This means that if a counterforce acts on the coupling device, in particular the coupling lock by a counter-pull coupling, coupling with it is reliably prevented.

In an advantageous embodiment, the first pivot axis for the hand lever is aligned coaxially or parallel to the input of the gearbox

To define the possible twisting or swiveling paths around the swivel axes, the hand lever is assigned a guide block which defines the twisting paths of the hand lever around the first swivel axis and the second swivel axis and limits them with stops, the guide block being designed in such a way that the twisting path around the first swivel axis is blocked in the buffer position. The guide block has at least two stops for the twisting path around the first swivel axis, which correspond to the coupling position and uncoupling position of the hand lever. These limit the twisting path of the hand lever around the first swivel axis on both sides, so that the locked state can be assigned to one of the stops and the unlocked state to the other stop. The guide block also has a stop for the twisting path around the second swivel axis, which corresponds to the buffer position. The guide block has two interconnected guide areas for the individual twisting or swiveling paths, which are arranged at an angle to one another. In the simplest case, the arrangement is L-shaped.

The position of the hand lever in the guide rail describes the current position of the hand lever. This allows the precise functional position of the uncoupling device to be determined when it has an effect on the coupling device.

In order to operate the uncoupling device from both sides of the rail vehicle, two hand levers are advantageously provided, which are arranged spatially separated on different sides of the rail vehicle on both sides of the automatic train coupling. Both hand levers are each connected to an input of the gearbox via a coupling device. This is particularly advantageous in shunting operations, since the operating personnel can always operate the device from the same side regardless of the orientation of the rail vehicle and the operating personnel do not have to change sides of the vehicle.

The first end region of the traction cable is preferably connected to a component connected to an element of the coupling device, in particular the coupling lock. This is preferably designed as a driver element, in particular a cam disk segment or lever for connection to the coupling device, in particular the coupling lock, to the outer circumference of which the first end region of the traction cable is connected in a tension-resistant manner to introduce a torque thereto.

In a particularly advantageous embodiment, the segment is designed as a cam disk or cam disk segment with at least two different radii, preferably with a variable sequence of radii. The at least partial guidance of the traction cable on the segment via a guide area for the traction cable with at least two different radii, preferably with a variable sequence of radii, offers the advantage that the force during the desired uncoupling does not have to be applied directly in a 1:1 ratio as in the described prior art design, which would lead to a required increase in the force to be applied to the actuating device when uncoupling against the tension of the tension spring, but the force to be applied can be varied via the shape or the required course of the force to be applied can be reduced during the uncoupling process.

In particular, the force required when operating the actuating device and its progression over the entire uncoupling process can be set as a function of the curved progression of the guide area. The curved progression of the guide area is particularly preferably designed as a function of the force required when moving the coupling lock from the coupled position to the uncoupled position in such a way that the force required to be applied to the actuating device is kept essentially constant over the entire uncoupling process. When uncoupling is initiated manually by manually operating the actuating device in the track bed, no unexpected force peaks are to be expected.

Particularly preferably, the segment is designed with a disk-like component or as a disk-like element, which is preferably characterized in the intended guide region by an outer contour that can be described by a different sequence of radii relative to the axis of rotation.

In a further development, the actuating device comprises an adjusting element which is suitable for being effective on the hand lever in the buffer position when interacting with components of a functional position release device to release the buffer position and to move the hand lever from this into the uncoupled position. In the simplest case, the actuating device comprises a further lever which is arranged in the area of the hand lever, preferably with an end region freely pivotable on the actuating device, in particular its interface to the rail vehicle. The interface to the rail vehicle frame is, for example, a separate support element via which the guide rails of the hand levers are mounted on the rail vehicle frame or the component carrying the guide rail itself. The adjusting element is preferably rod-shaped and is movably mounted with an end region on the interface.

An automatic train coupling, in particular for a freight car of a rail vehicle with at least one mechanical coupling device with which the automatic train coupling can be mechanically locked to a counter-identical train coupling; comprises an automatic release device for unlocking the mechanical coupling device and a manual uncoupling device for manually unlocking the mechanical coupling device. In particular, the automatic train coupling is designed with a coupling head which comprises a coupling head housing and a coupling lock. The coupling lock is designed as a rotary lock with a core which can be rotated about a main axis between a ready-to-couple position, a coupled position and an uncoupled position and a coupling eyelet rotatably connected to the core for interaction with the core of a counter-identical coupling head of a counter-train coupling for transmitting tensile forces in the coupled state. The traction cable is at least indirectly connected to the coupling lock, in particular to a driver element or core which is connected in a rotationally fixed manner to the main bolt.

• - oberhalb des Kupplungskopfes
• - unterhalb des Kupplungskopfes
• - innerhalb des Kupplungskopfes oberhalb des Kuppelverschlusses
• - innerhalb des Kupplungskopfes unterhalb des Kuppelverschlusses.

The connection of the traction cable to the coupling lock in the installation position of the automatic traction coupling can be spatially carried out according to one of the following options:

• - above the coupling head
• - below the coupling head
• - inside the coupling head above the coupling lock
• - inside the coupling head below the coupling lock.

A rail vehicle frame according to the invention for receiving carriage parts such as a passenger cabin or a load transport device with an extension in the longitudinal direction and width direction, has at least one automatic train coupling connected or hinged to it at the end according to one of claims 18 to 21 with a manual uncoupling device as described above.

In an advantageous development, the manual uncoupling device, in particular the hand lever, is assigned a functional position release device which comprises a stationary device which, when the rail vehicle, in particular the hand lever arranged on it, moves relative to it, becomes effective in such a way that the hand lever moves from a buffer position to an uncoupling position. In this case, the movement into the position ready for coupling can be carried out automatically, saving personnel.

• 1 zeigt in schematisiert vereinfachter Darstellung den Grundaufbau einer erfindungsgemäßen Handenkuppeleinrichtung;
• 2 bis 2c zeigen mögliche Anordnungen der Einzelkomponenten und Baueinheiten der Handentkuppeleinrichtung an einem Schienenfahrzeugrahmen;
• 3a bis 3c zeigen die unterschiedlichen Handhebelpositionen einer vorteilhaften Ausbildung einer Betätigungseinrichtung in verschiedenen Ansichten;
• 4 zeigt eine Ausführung einer stationären Einrichtung einer Funktionsstellungs-Auflöseeinrichtung;
• 5a bis 5c zeigen beispielhaft die Funktionsweise einer Funktionsstellungs-Auflöseeinrichtung.

The invention is explained below using figures. The following is shown:

• 1 shows in a schematically simplified representation the basic structure of a hand coupling device according to the invention;
• 2 to 2c show possible arrangements of the individual components and structural units of the manual uncoupling device on a rail vehicle frame;
• 3a to 3c show the different hand lever positions of an advantageous embodiment of an actuating device in different views;
• 4 shows an embodiment of a stationary device of a functional position release device;
• 5a to 5c show an example of the functionality of a functional position release device.

1 illustrates in a schematically simplified representation using a kinematic diagram the basic structure of a manual uncoupling device 10 designed according to the invention for unlocking a mechanical coupling device 2 in train couplings 1, in particular automatic train couplings for use in rail-bound vehicles. The train coupling 1 is in the 1 not fully reproduced, but only the coupling head 11 is shown as a representative of the train coupling 1. The coupling head 11 can be designed as a separate component or integrally with a coupling rod not shown here. The coupling rod is in turn at least indirectly connected to a 1 attached or hinged to the rail vehicle frame, also not shown.

The coupling head 11 consists of a coupling head housing 12. The coupling head housing 12 has a special profile on the front or face side, which is formed by a cone K and a funnel T. Cone K and funnel T are enclosed by a wide, flat face. The mechanical coupling device 2 comprises a coupling lock 13, which is arranged within the coupling head 11 and is responsible for the mechanical connection of two rail-bound vehicles by interacting with the coupling lock of a counter-traction coupling. The coupling lock 13 is designed as a rotary lock and comprises a so-called core 14 and a coupling eye 15. The coupling lock 13 is rotatably mounted in the coupling head housing 12 via a main bolt 16. The core 14 is designed as a disc hook with a recess on the outer circumference to form a mouth for interacting with the coupling eye of a counter-traction coupling. Depending on the design, the dome closure 13 is characterized by at least two different functional positions, a coupled position and an uncoupled position.

When the front plate of the automatic traction coupling 1 is moved against a corresponding front plate of an opposing traction coupling, the two front plates are centered relative to one another via centering devices and a cone K of one traction coupling 1 engages in a funnel T of the other opposing traction coupling. The cones K and funnels T are mechanically locked together via the coupling lock 13.

In order to be able to release the mechanical coupling device 2 manually and thus to be able to drive the rail vehicles apart, the manual uncoupling device 10 is provided for unlocking the mechanical coupling device 2 and moving it from the coupled position to the uncoupled position. The manual uncoupling device 10 comprises at least one manually operable actuating device 6 for unlocking the coupling device 2 and thus moving it to the uncoupled position, which is connected to the coupling device 2, in particular the coupling lock 13, at least indirectly via a traction cable 5.

A manual uncoupling device 10 is to be understood as a device by means of which the coupling device 2, in particular the coupling lock 13, can be moved from the coupled position into its uncoupled position, whereby the release and thus the introduction of the required Force is applied by manual actuation. In order to achieve a simple structure, independence from the available mounting position on the vehicle, in particular the rail vehicle frame, and a small component size with optimal power transmission, this has a modular structure. The manual uncoupling device 10 comprises an actuating device 6 with an actuating element in the form of a hand lever 7, which is mechanically coupled to the coupling device 2, in particular the coupling lock 13, by providing a moment, in particular by introducing a tensile force via a lever arm on the coupling lock 13, in particular a component connected in a rotationally fixed manner to the main bolt, in order to move the coupling lock 13 from the coupled position to the uncoupled position. The transmission takes place via a movable element which transmits a tensile force in the form of a traction cable 5, which has a first end region 5.1 and a second end region 5.2. The first end region 5.1 is at least indirectly coupled to the coupling lock 13. The coupling is achieved here by the tensile connection to a driver element 24 that is connected in a rotationally fixed manner to the main bolt 16. The connection of the traction cable 5 is made at a distance from the axis of rotation of the main bolt 16 to the driver element 24, in particular on the outer circumference thereof. The driver element 24 is designed as a lever element or preferably as a cam disk segment. This preferably forms a guide area for the traction cable 5 in the area of the outer circumference.

The second end region 5.2 of the traction cable 5 is coupled at least indirectly to the actuating device 6 via a force transmission device. The force transmission device comprises a segment 8 which is mounted so as to be rotatable about a fixed axis of rotation R1 and which is designed with a guide region 8.1 for the traction cable 5, which is characterized by a curved course that can be described by at least two different radii, preferably a variable sequence of radii. The segment 8 can be designed as a cam disk segment, the contour of which can be described by a variable sequence of radii around the axis of rotation R1, or as a segment with a guide incorporated therein, which then does not necessarily have to be arranged in the area of the outer circumference. In a particularly advantageous embodiment, the segment 8 has a receiving groove along the outer circumference that delimits the guide region 8.1 and which receives the traction cable 5 when the segment 8 is rotated about the axis of rotation R1.

To guide the traction cable 5, further guide elements 25 can be provided depending on the position of the connection position for the first end 5.1 of the traction cable on the driver 24 and the length of the traction cable 5 and the surrounding installation space.

A gear 20 is provided between the actuating device 6 and segment 8. This has at least one input 21 and one output 22. The input 21 of the gear - viewed in the direction of power transmission from the actuating device 6 to segment 8 - is connected to the actuating device 6 via a coupling device 18. The output 22 is connected to the segment 8 or is formed by the segment 8.

The gear 20 can be designed in different ways. Preferably, in addition to providing a possible transmission ratio and thus designing the components with a smaller size, it is also used to create an offset between the actuating device 6 and segment 8. For example, the use of a spur gear stage is conceivable, whereby an element of the spur gear stage can be connected to the segment 8 in a rotationally fixed manner or can be formed directly on it.

The coupling device 18 can be designed in different ways. It is preferably designed as a connecting shaft, in particular as a cardan shaft to compensate for height and angular offsets.

The actuating device 6 comprises at least one hand lever 7 which is connected to the gear 20 via the coupling device 18 and which can be pivoted about a first pivot axis S1 between a coupling position I and a decoupling position II. The pivot axis S1 and the input 21 of the gear 20 are preferably arranged coaxially or parallel to one another.

The hand lever 7 can also be pivoted about a further pivot axis S2, which is aligned at an angle to the first pivot axis S1, into a buffer position for holding the coupling device 2 in a position that prevents coupling with a counter-pull coupling. The hand lever 7 is secured in the buffer position III against pivoting about the first pivot axis S1. The pivot axes S1 and S2 are arranged at an angle to one another and preferably intersect. To define the pivoting paths and possible limitations of these, the hand lever 7 is guided in a slotted guide 17. The guide on this is designed and arranged in such a way that it forms stops to limit the twisting movements. The stops define the functional positions of the hand lever 7, which means that the status of the coupling device can be directly deduced from these. Furthermore, the slotted guide 17 or the guide that can be implemented via it is designed in such a way that the position settings of the hand lever 7 must follow a predefined sequence to avoid operating errors. For example, setting the buffer position III is only possible after previously setting or passing through the uncoupling position II.

If a force is applied to the hand lever 7 to uncouple it will be released from the position 1 exemplified position for the coupled position and thus coupling position I is moved about the pivot axis S1. This causes the segment 8 to rotate about the axis of rotation R1 by transferring the force via the coupling device 18 to the gear 20, taking the traction cable 5 with it and applying it to the guide area 8.1 on the segment and pulling on the traction cable 5, a moment on the guide element 24 and thus via the coupling with the coupling lock 13 on this. In order to be able to run the traction cable 5 into the segment 8 in a directed manner, since the feed direction on the segment 8 can be changed depending on the angle of rotation of the segment 8, a pivotable guide roller 23 is assigned to the segment 8 when viewed in the fully deflected state about the axis of rotation R1. The pivoting takes place about at least one fixed axis, preferably two such axes. The guide roller 23, segment 6 and gear 20 are preferably arranged and mounted in a common housing 4 to form a structural unit. The actuating device 6, the assembly comprising the gear 20, the housing 4, the segment 8 and the guide roller 23 can thus be pre-assembled and handled as independent units. These each have at least one interface for connection to the rail vehicle frame 27.

The 2a to 2c show in a schematic, highly simplified representation the arrangement and fastening of a manual uncoupling device 10 according to the invention on a rail vehicle 26, in particular a rail vehicle frame and the automatic coupling 1. The rail vehicle frame 27 is characterized by an extension in the longitudinal and width directions, wherein the extension in the longitudinal direction coincides with the extension of the rail vehicle in the direction of travel. Such a rail vehicle frame 27 is mounted with springs or unsprings on rail wheels of the rail vehicle 26 and accommodates carriage parts such as a passenger cabin or a load transport device, for example for bulk goods or a container. The automatic train coupling 1 is mounted on the front of the rail vehicle. The components of the manual uncoupling device 10 are also arranged and fastened on the front of the rail vehicle frame 27. Interfaces are provided on both sides of the train coupling 1 on the rail vehicle frame, which can be used to fasten components.

The 2a to 2c illustrate in a simplified schematic representation the installation of a manual uncoupling device 10 designed according to the invention on a rail vehicle 26. This shows the advantage of the modular structure, which allows the individual components to be arranged on the car body or frame of the rail vehicle in a way that is tailored to different application requirements. The individual structural units of the manual uncoupling device 10 can be designed as separate structural units individually adapted to the specific application requirements. This applies in particular to the length of the individual connecting elements between the individual structural units.

The 2a and 2c are characterized by a spatially close arrangement of the gear 20 to the actuating device 6 on the rail vehicle frame 27. In both cases, the gear 20 is arranged laterally to the extension of the automatic train coupling 1, viewed in the longitudinal direction, spatially positioned away from it. The arrangement takes place in or on its lateral end area, viewed in the width direction of the rail vehicle frame 27, but on the front side, ie the surface areas pointing in the longitudinal direction. The 2a and 2c differ only in their arrangement in the vertical direction on the rail vehicle frame 27, in particular a cross member. The coupling device 18 in the form of a connecting shaft or cardan shaft is relatively short here, but the traction cable 5 is designed with a greater length. In contrast, the 2a an arrangement of the gear 20 immediately to the side of the traction coupling, ie spatially close and at a greater distance from the actuating device 6, which is why the coupling device 18 is considerably longer here. All three exemplary arrangements advantageously use interfaces provided on the rail vehicle frame. Their different arrangements relative to one another can be compensated for in particular via the lengths of the traction cable 5 and the coupling device 18.

The 3a to 3c show in a simplified representation the basic structure and the functioning of the actuating device 6, in particular the interaction of the hand lever 7 and the guide rail 17 in different views, each with the individual functional positions of the hand lever 7 visible in these views, which correspond to defined functional positions of the coupling lock 13. The position of the hand lever 7 corresponding to the coupled position of the coupling lock 13 is referred to as coupling position I. The position of the hand lever 7 corresponding to the uncoupled or coupling-ready position of the coupling lock 13 corresponds to its uncoupling position II and that of a buffer position of the dome lock corresponding position of the hand lever 7 of the buffer position III. The corresponding directions of movement for setting the buffer position III are marked with arrows. Furthermore, all positions of the hand lever 7 are shown as far as visible in all views.

The 3a to 3c illustrate an advantageous design of the actuating device 5 adapted to the existing conditions on the rail vehicle 26 and the actuation of the hand lever 7 with the option of setting a buffer position III. The assignment of the positions and the resulting alignment of the position of the hand lever 7 takes place in this embodiment according to the specified boundary conditions. Only the actuating device 6 with hand lever 7 and slotted guide 17 with guide are shown. This is shown as an L-shaped guide and represents the individual movement between the functional positions. For this purpose, the hand lever is mounted in the slotted guide 17 so that it can pivot about the two pivot axes, the first pivot axis S1 and the second at an angle to the first aligned pivot axis S2. The first pivot axis S1 is designed coaxially for coupling with the coupling device 18 (not shown). The second pivot axis S2 is at an angle to this. The movements can be superimposed on one another or can take place one after the other.

3a shows the actuating device 6 in the installed position in a view in a plane which can be described by the longitudinal direction of the rail vehicle and a perpendicular to it in the vertical direction. The 3b shows a view from above and the 3c a perspective view. The slotted guide 17 is best illustrated in terms of the possible rotational paths in 3c reproduced.

The actuating device 6 is designed in such a way that the hand lever 7 must be manually actuated from the coupling position I by pivoting it upwards about a first pivot axis S1. In this position, the hand lever 7 is therefore aligned vertically downwards. The pivoting into the uncoupled and thus ready-to-couple position and thus uncoupling position II takes place upwards about the pivot axis S. If coupling is now to be prevented upon contact with a counter-traction coupling, the coupling lock 13 must be blocked, in particular by locking the manual actuation. This is done by moving the hand lever 7 into the buffer position III by pivoting it sideways about the pivot axis S2 from the uncoupling position II. The associated link guide 17 has an L-shaped guide channel for this purpose, which provides first stops in the direction around the pivot axis S1 to limit the twisting movement for the hand lever 7. The stop positions preferably correspond to positions I and II associated with the uncoupled and coupled position of the coupling lock. The pivot axes S1 and S2 preferably intersect. Since the course of the guide on the slotted guide 17 runs essentially horizontally between positions II and III, an undesirable pivoting back about the pivot axis S1 is prevented.

If a different orientation of the hand lever 7 in the individual functional positions I, II, III is desired, the guide rail 17 with the hand lever 7 simply has to be turned.

In a first embodiment, the buffer position III on the actuating device 6 and thus due to the feedback of this on the coupling lock 13 can be manually canceled by an operator in that he moves the hand lever 7 from position III to position II by pivoting about the pivot axis S2, which corresponds to the uncoupled position of the coupling lock 13 and thus the position ready for coupling. If a counter-pull coupling hits the automatic pull coupling, the coupling lock would be moved to the coupled position due to the effect of the coupling profile and accordingly the hand lever 7 would be returned from the uncoupling position II to the coupling position I without additional manual force being applied to it by pivoting about the pivot axis S1.

An alternative release of the buffer position III and thus of the buffer position on the coupling lock 13 can be carried out automatically when the rail vehicle 26 is moving in a track system by the action of a stationary and vehicle-independent functional position release device 28 on the actuating device 6.

The 4 and 5 show a particularly advantageous development with the allocation of a device 28 in the track system 31 which releases the buffer position on the coupling lock 13. The functional position release device 28 comprises at least one stationary device, here in the form of a guard rail 30, which is positioned stationary in the track system 31, preferably to the side of the rail track. This has a surface area 32 for at least indirect interaction with the hand lever 7 in order to interact with the guard rail 30, in particular the surface area 32, during relative movement of the rail vehicle 26 carrying the actuating device 6 in the buffer position III, thereby cancelling the buffer position III. The effect can be determined depending on the arrangement of the hand lever 7 in the buffer position tion III with respect to the rail track and the vehicle can take place either directly on the hand lever 7 or indirectly via an actuating element acting on the hand lever 7, in particular an additional lever 29. The direct action of a device provided in the track system 31 on this always occurs when the hand lever 7 is in the buffer position III in a position which is characterized by an extension of the hand lever 7 in the vertical direction, i.e. the hand lever 7 extends downwards in the buffer position III, preferably viewed from the rail vehicle frame 27. This can then pass directly through the guardrail 30, in particular the impact area.

The functional position release device 30 for indirect action on the hand lever 7 is in the 5a and 5b This provides an additional lever 29 as an actuating element. This additional lever 29 can also be articulated in the area of the actuating device 6, in particular a carrier forming the interface to the rail vehicle 26 for fastening it to the rail vehicle frame 27. Such a functional position-functional position release device 28 is in the 5a reproduced. The 5b illustrates side by side in a view in the longitudinal direction of the rail vehicle frame 27 and thus the direction of travel of the rail vehicle 26 in the track system 31 the functioning of the functional position release device 28 when the actuating device 6 is formed, in particular with the positions of the hand lever 7 applicable to this in accordance with the 3a to 3c . In particular, the release of the buffer position on the coupling lock is reflected by releasing the buffer position III on the hand lever 7. Since the hand lever 7 is in this position III in a position which is characterized by the alignment with a main directional component in the longitudinal direction of the rail vehicle 26 and also the width direction and, due to the connection to the rail vehicle frame, the latter is thus essentially aligned in a horizontal plane, there is no possibility of directly influencing the guard rail 30 arranged on the track system 31 and effective in the lower area of the rail vehicle. Therefore, an actuating element in the form of a lever 29 which is pivotally connected to the rail vehicle 26 on one side and has a free end pointing downwards is used, which lever passes the guard rail 30 when the rail vehicle 26 moves relative to the guard rail and is deflected in a guide area 21 of the guard rail. The interaction of guard rail 30 and lever 29 is coordinated in such a way that the movement of lever 29 is transmitted to hand lever 7. In particular, lever element 29 is directly effective on hand lever 7. The 5b shows the passing or retraction of the lever 29 into the guide area of the guardrail in the buffer position III of the hand lever 7. This has a corresponding contour in order to generate the required movement of the actuating element. In the case shown, the guide area 32 for adjustment in the longitudinal direction is characterized by a change in direction or an angled or curved area. If the actuating element passes this area, it presses on the area of the hand lever 7 that protrudes beyond the pivot axis S1 and moves it out of the area of the guide on the link guide 17 that is blocked for movement about the pivot axis S1, thus enabling pivoting about the pivot axis S1 again and thus moving from the uncoupled position to the coupled position or uncoupled position II to the coupling position I.

Guardrail 30 is exemplary in 4 reproduced.

It goes without saying that the positions of the hand lever 7 shown represent an advantageous possibility that corresponds to the specified boundary conditions. However, other assignments of the orientations of the hand lever 7 to the individual positions of the dome closure are also conceivable. The positions shown in the 3 and 5 The illustrated guides then only need to be rotated or the guide in them redesigned if necessary.

list of reference symbols

1

automatic train coupling

2

mechanical coupling device

3

automatic release device

4

Housing

5

pull rope

5.1

first end

5.2

second end

6

actuator

7

hand lever

8

segment

8.1

management area

9

receiving channel

10

manual uncoupling device

11

coupling head

12

coupling head housing

13

dome closure

14

centerpiece

15

coupling eyelet

16

main bolt

17

backdrop

18

coupling device

20

transmission

21

input gearbox

22

gearbox output

23

leadership role

24

guide element

25

guide element

26

rail vehicle

26

rail vehicle

27

rail vehicle frame

28

dissolving device

29

lever

30

guardrail

31

railway line; track system

32

guide surface; guide area

K

cone

T

funnel

R1

axis of rotation

S1

swivel axis

S2

swivel axis

QUOTES INCLUDED IN THE DESCRIPTION

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

Cited patent literature

• DE102020119328 [0004]

Claims (22)

Manual uncoupling device for unlocking a mechanical coupling device, in particular for moving a coupling lock of an automatic train coupling that can be connected to a rail vehicle frame from a coupled position to an uncoupled position, comprising a traction cable that has a first end for at least indirectly connecting to the mechanical coupling device and a second opposite end that is connected to a segment that can be pivoted about an axis of rotation for at least partially guiding the traction cable, wherein the segment that can be pivoted about an axis of rotation is designed with a guide region for the traction cable that is characterized by a curved course that can be described by at least two different radii, preferably a variable sequence of radii; an actuating device with a manually operable hand lever that can be adjusted from a coupling position to an uncoupling position and is coupled to the segment; characterized in that a gear is arranged between the actuating device and the segment, wherein, viewed in the force transmission direction from the actuating device to the traction cable, the input of the gear is connected to the actuating device via a coupling device and the output of the gear is connected to the segment pivotable about the axis of rotation or is formed by it. Manual uncoupling device according to claim 1 , characterized in that it comprises at least one guide element assigned to the traction cable between the first and second end region in the form of a pivotable guide roller for guiding and aligning the traction cable relative to the guide region on the segment, wherein the guide element has an interface for fastening to the rail vehicle frame or a component connected thereto. Manual uncoupling device according to claim 1 or 2 , characterized in that the transmission comprises a housing which at least partially encloses it and has an interface for fastening to the rail vehicle frame and/or the actuating device comprises an interface for fastening to the rail vehicle frame Manual uncoupling device according to claim 3 , characterized in that the segment and optionally the pivoting guide roller are mounted in the housing of the gearbox. Manual uncoupling device according to one of the Claims 1 until 4 , characterized in that the actuating device and the gear, in particular with the gear housing and the segment integrated therein and the pivotable guide roller, are each designed as modular units and the length of the coupling device connecting the gear to the actuating device is defined as a function of the spatial arrangement of these to one another and the length of the traction cable is defined as a function of the spatial arrangement of the coupling device and the gear. Manual uncoupling device according to one of the Claims 1 until 5 , characterized in that the coupling device between the transmission and the actuating device is formed by a shaft, preferably a cardan shaft. Manual uncoupling device according to one of the Claims 1 until 6 , characterized in that the manually operable hand lever is adjustable to a further position corresponding to a buffer position for holding the coupling device in a position preventing coupling with a counter-traction coupling. Manual uncoupling device according to one of the Claims 1 until 7 , characterized in that the actuating device comprises at least one hand lever which is connected to the transmission via the coupling device and which can be pivoted about a first pivot axis between the coupling position and the uncoupling position and which can be pivoted about a further second pivot axis aligned at an angle to this into a buffer position, wherein the hand lever is secured in the buffer position against pivoting about the first pivot axis. Manual uncoupling device according to claim 8 , characterized in that the first pivot axis is aligned coaxially or parallel to the input of the gearbox. Manual uncoupling device according to one of the Claims 7 until 9 , characterized in that the individual hand lever is assigned a slotted guide for guiding therein, which defines the rotational paths of the hand lever about the first pivot axis and the second pivot axis and limits them by stops, wherein the slotted guide is designed such that in the buffer position the rotational path about the first pivot axis is blocked. Manual uncoupling device according to one of the Claims 7 until 10 , characterized in that the actuating device comprises two hand levers for spatially separated arrangement on different sides of a rail vehicle frame, each coupled to an input of the transmission. Manual uncoupling device according to one of the Claims 1 until 11 , characterized in that it comprises a driver element, in particular a cam disk segment or lever for connecting to the coupling device, in particular a coupling lock, to the outer circumference of which the first end region of the traction cable can be connected in a tensile manner. Manual uncoupling device according to one of the Claims 1 until 11 , characterized in that the curved course of the guide region is designed as a function of the required force curve when moving the coupling lock from the coupled position to the uncoupled position such that the required force to be applied to the actuating device is kept constant over the entire uncoupling process or decreases during the uncoupling process. Manual uncoupling device according to one of the Claims 1 until 13 , characterized in that the segment is designed with at least one disk-like region or as a disk-like element, which is preferably characterized by an outer contour in the intended guide region, which can be described by a different sequence of radii relative to the axis of rotation. Manual uncoupling device according to one of the Claims 1 until 14 , characterized in that it comprises at least one further guide roller for guiding the traction cable with an interface for fastening to the automatic traction coupling and/or a rail vehicle frame. Manual uncoupling device according to one of the Claims 1 until 15 , characterized in that the actuating device comprises an adjusting element which is suitable for acting on the hand lever in the buffer position when interacting with components of a release device for canceling the buffer position and for moving the hand lever out of this into the uncoupled position. Manual uncoupling device according to one of the Claims 1 until 16 , characterized in that it comprises at least one further guide roller for guiding the traction cable with an interface for fastening to the automatic traction coupling and/or a rail vehicle frame. Automatic train coupling, in particular for a freight wagon of a rail vehicle, comprising a mechanical coupling device with which the automatic train coupling can be mechanically locked with an opposite counter-train coupling; an automatic release device for unlocking the mechanical coupling device; a manual uncoupling device for manually unlocking the mechanical coupling device according to one of the Claims 1 until 17 . Automatic train coupling according to claim 18 , in which the coupling device comprises a coupling lock which is designed as a rotary lock with a core which can be rotated about a main axis between a position ready for coupling, a coupled position and an uncoupled position and a coupling eyelet which is rotatably connected to the core for cooperation with the core of an opposite coupling head of a counter-traction coupling for transmitting tensile forces in the coupled state, characterized in that the traction cable is at least indirectly connected in a tensile manner to the coupling lock, in particular to a driver element or core which is connected in a rotationally fixed manner to the main bolt. Automatic train coupling according to claim 18 until 19 , characterized in that the traction cable, viewed in the installation position of the automatic traction coupling, is spatially connected to the coupling lock according to one of the following possibilities: - above the coupling head - below the coupling head - within the coupling head above the coupling lock - within the coupling head below the coupling lock. Rail vehicle frame of a rail vehicle for receiving carriage parts such as a passenger cabin or a load transport device with an extension in the longitudinal direction and width direction, characterized in that at least one automatic train coupling according to one of the Claims 16 until 20 connected or hinged. Rail vehicle frame according to claim 21 with an automatic coupling according to claim 18 until 20 , characterized in that the manual uncoupling device, in particular the hand lever, is assigned a functional position release device for canceling the buffer position with a device arranged stationary on the track, which upon relative movement of the Rail vehicle, in particular the hand lever arranged thereon, acts directly or indirectly to move the hand lever from a buffer position to an uncoupling position.

Images