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EP-4506228-B1 - COUPLER ASSEMBLY, IN PARTICULAR HYBRID COUPLER ASSEMBLY

EP4506228B1EP 4506228 B1EP4506228 B1EP 4506228B1EP-4506228-B1

Inventors

  • RICHTER, HERBERT
  • SCHWINNING, ANDREAS

Dates

Publication Date
20260513
Application Date
20240717

Claims (15)

  1. Coupling arrangement (100) for a track-guided vehicle, in particular a hybrid coupling arrangement for a rail vehicle, comprising an interface device (50) for at least indirectly connecting to the rail-bound vehicle; at least one first coupling device (20) for mechanical connection to a complementarily shaped mating coupling device of another track-guided vehicle, which is mounted so as to pivot about a horizontal pivot axis (GA), in particular in a mounting on or within the interface device (50); a device (6) for swivelling at least the first coupling device (20) into or out of a horizontal coupling plane (KE) defined by the pivot axis and a line perpendicular thereto as required; a stop device (60) for limiting the swivelling movement of the first coupling device (20) relative to the interface device (50); characterised in that the stop device (60) is arranged and aligned such that, when the first coupling device is swivelled into the horizontal coupling plane, the line of action of the resultant force introduced into this first coupling device (20) in the horizontal coupling plane runs at a distance from the joint axis.
  2. Coupling arrangement (100) according to claim 1, characterised in that the line of action of the resultant force introduced into this first coupling device (20) in the horizontal coupling plane runs above or below the joint axis at a distance of 1 mm to 100 mm, preferably 10 mm to 50 mm.
  3. Coupling arrangement (100) according to claim 1 or 2, characterised in that the stop device (60) comprises at least one stop element in each case which is formed integrally with the interface device (50) and the coupling device (20) or can be connected thereto, and which, when the first coupling device (20) is pivoted into the horizontal coupling plane, can be brought into operative connection with one another in a manner that is independent of the movement ( ) of the interface device (50) and the first coupling device (20) ( ), wherein the stop elements on the interface device (50) and the first coupling device (20) are designed and arranged such that they are capable of being brought into operative engagement with one another in a force-fitting and/or form-fitting manner when the first coupling device (20) is pivoted into the horizontal coupling plane.
  4. Coupling arrangement (100) according to claim 3, characterised in that the stop elements on the interface device (50) and the first coupling device (20) each comprise at least one stop surface capable of being brought into operative engagement with one another, wherein the stop surfaces on the interface device (50) and the first coupling device (20) are, when viewed in the position of the latter situated in the horizontal coupling plane, oriented at an angle relative to the horizontal coupling plane (KE), in particular that the interface device (50) and the first coupling device (20) each comprise at least two stop surfaces arranged at a distance from one another when viewed in the direction of the pivot axis (GA) and arranged in the installed position at the level of the pivot axis or below the pivot axis (61, 62), wherein the stop surfaces (61) on the interface device (50) and (61) on the first coupling device (20) are aligned perpendicular to the horizontal coupling plane (KE) when viewed from the position of the horizontal coupling plane.
  5. Coupling arrangement (100) according to one of the aforementioned claims 3 or 4, characterised in that the interface device (50) is formed by a drawbar (1) extending along a longitudinal axis, having a first end region (2) for at least indirect connection to a carriage body and a second end region (3) for rotatably mounting the first coupling device (20), and the first coupling device (20), viewed in the longitudinal direction, comprises a first end region for coupling with a mating coupling device and a second end region for mounting on the interface device (50), and the stop elements in the second end regions are each connected to these components by material bonding or are integrally formed thereon.
  6. Coupling arrangement (100) according to claim 5, characterised in that at least the second end regions of the interface device (50) and the first coupling device (20) are formed as a single casting together with the stop elements.
  7. Coupling arrangement (100) according to one of the preceding claims, characterised in that the device (6) for swivelling at least the first coupling means (20) in or out as required comprises a non-self-locking gearbox (13) with a reduction ratio to a low speed when swivelling the connection between the coupling means (20) and the interface device (50), wherein, in particular, the gearbox (13) has a gear ratio of at least 10, i.e. 10:1, preferably in the range from 20:1 to 50:1, particularly preferably in the range from 25:1 to 30:1, and is designed in the form of an eccentric gear, in particular an eccentric gear with involute gearing or a cycloidal gear or a tension wave gear.
  8. Coupling arrangement (100) according to claim 7; characterised in that the gearbox (13) comprises an input (14) and an output (15) connected, at least indirectly, preferably directly, to the clutch device (20) or to the connection between the clutch device (20) and the interface device (50), and the device (6) for engaging or disengaging the first coupling device as required comprises at least one first drive device (12) coupled to the input (14) of the gearbox (13), wherein the first drive device (12) is designed and arranged, taking into account the gear ratio of the gearbox, to provide a first drive torque (M1) for pivoting the first coupling device about the pivot axis against the direction of gravity, which is smaller than the required minimum drive torque for pivoting the first coupling device about the pivot axis against the direction of gravity, wherein the minimum drive torque required to pivot the first coupling device is defined by the sum of the moment of inertia of the coupling device (20) and the required breakaway torque, in particular that the first drive device (12) is designed and arranged to provide a first drive torque (M1) which is greater than the moment of inertia of the first coupling device (20) to be pivoted.
  9. Coupling arrangement (100) according to claim 8, characterised in that the first drive device (12) comprises a pre-stressed energy storage element connected to the interface device (50) and the input (14) of the gearbox (13), the pre-stress of which is dimensioned such that to release the stored energy when an additional torque corresponding at least to the difference between the torque and the minimum drive torque is introduced into the gearbox (13), in particular that the first drive device (12) is formed by at least one drive spring (41) designed as a torsion spring (41), which is connected at one end at least indirectly, preferably directly, to the interface device (50) and at the other end at least indirectly, preferably directly, to the input (14) of the gearbox (13).
  10. Coupling arrangement (100) according to claim 8 or 9, characterised in that the device (6) for engaging or disengaging, as required, at least the first coupling device (20) comprises at least one further drive device for introducing into the transmission (13) an additional torque corresponding at least to the difference between the torque and the minimum drive torque.
  11. Coupling arrangement (100) according to claim 10, characterised in that the at least one further drive means for introducing an additional torque corresponding at least to the difference between the torque and the minimum drive torque is connected to the output of the gearbox (13), or that the further drive means for introducing an additional torque into the gearbox (13) corresponding at least to the difference between the torque and the minimum drive torque is formed by a lever arm coupled to the output of the gearbox (13) (20) and interface device (50) and forming an actuation, wherein preferably the lever arm is formed by the first clutch device (20) itself, or the at least one further drive device for introducing an additional torque into the gearbox, corresponding at least to the difference between the torque and the minimum drive torque, is formed by an electric motor or a manually operable tool, drivable by an external power source, for rotating the input (14) of the gearbox (13).
  12. Coupling arrangement (100) according to any one of the preceding claims 7 to 11, in which the input (14) and output (15) of the gearbox (13) and, in particular, the first drive device are arranged coaxially with the pivot axis.
  13. Coupling arrangement (100) according to any one of the preceding claims, characterised in that the coupling arrangement comprises, in addition to the first coupling device, a further second coupling device for mechanical connection to a complementarily configured counter-coupling device of a further track-guided vehicle, which is mounted so as to be pivotable about the pivot axis (GA) in the second end region (3) of the drawbar, wherein at least the first coupling device is connected to the pivot pin in a manner preventing it from being dragged along, and the output of the mechanical transmission is connected at least indirectly, preferably directly, to the pivot pin, and, in particular, the further second coupling device (30) is articulated at an angle to the first coupling device (20) on the articulation arrangement (4) provided in the second end region (3) of the drawbar (1), or is mounted on the articulation arrangement (4) so as to be pivotable about the horizontal pivot axis (GA).
  14. Coupling arrangement (100) according to claim 13, characterised in that the further second coupling device (30) is rigidly articulated at the joint arrangement provided in the second end region (3) of the tie rod (1) (4) provided in the second end region (3) of the drawbar (1) at an angle to the first coupling device (20) in a manner that prevents it from being dragged along, and the minimum drive torque required to pivot the first coupling device out of the coupling plane (KE) is defined by the sum of the moments of inertia of the two coupling devices (20, 30) and the required breakaway torque.
  15. Coupling arrangement (100) according to one of the preceding claims, characterised in that the first clutch device is an automatic clutch, in particular a Scharfenberg ™ -type clutch, and the further second clutch device (30) is designed as a screw coupling.

Description

The present invention relates generally to a coupling arrangement, in particular a hybrid coupling arrangement or transition coupling arrangement, for track-guided vehicles, especially rail vehicles, comprising at least one first coupling device with a coupling head which can be pivoted into or out of the coupling plane as required. The first coupling head is in particular a coupling head of an automatic coupling, such as a Scharfenberg ™ coupling or a Willison-type coupling. Coupling arrangements for the optional use of different coupling devices with a corresponding, in particular compatible, counter-coupling are generally known from railway vehicle technology and are used to connect railway vehicles equipped with different coupling systems (for example, Scharfenberg® coupling on draw hook). The placement of the transition coupling onto the draw hook of a screw coupling is usually done manually, while the coupling process with the center buffer coupling can take place automatically. A conventional coupling arrangement for mixed coupling between an automatic coupling and, for example, a screw coupling, typically has a coupling carrier that is at least partially designed as a housing. This housing can accommodate a coupling lock for mechanically connecting the transition coupling to a coupling lock provided in the coupling head of an automatic center buffer coupling. In the coupled state, the end face of the transition coupling then rests against the end face of the coupling head of the automatic center buffer coupling. At the opposite end, a coupling bracket can be provided as an interface structure of the drawbar module. This bracket can, for example, be received in the drawbar of a screw coupling and thus ensure a mechanical connection between the transition coupling and the screw coupling. In this design, the coupling bracket of a transition coupling is placed onto the drawbar of a screw coupling to be adapted. For this purpose, the transition coupling is provided with identically designed supports arranged parallel to each other at a distance from one another on both sides at its rear end. These supports are connected to each other at their free ends by a bolt. The bolt holds the coupling brackets of the transition coupling in the jaw of the drawbar. An angle lever, comprising first and second links, is arranged on both sides of the conventional transition coupling. The links on both sides of the transition coupling are connected to each other by a common axis, which serves as a contact surface on the end face of the drawbar, allowing the center position of the transition coupling to be adjusted. By providing the angle lever, height centering can be achieved in the transition coupling known from the prior art. However, manual handling, and in particular the manual insertion of the transition coupling into the interface between the couplings to be adapted, such as into the draw hook of a screw coupling, is difficult, as it is not possible for an operator to hold the weight of the transition coupling on the one hand and to correctly attach the height centering device to the draw hook on the other. Another coupling arrangement, particularly suitable as a shunting coupling for track-guided vehicles, is shown, for example, in the EP 2 529 994 A1 This coupling arrangement is well-known. It is characterized by its compatibility with different couplings, allowing various shunting tasks to be performed with the same coupling arrangement without changing couplings and minimizing setup times. In particular, this coupling arrangement can be used with both standard-gauge and metro couplings. They can be coupled without requiring manual intervention from the operator. For this purpose, the [feature] from the EP 2 529 994 A1 A known coupling arrangement features a coupling head changer with a magazine containing the coupling heads, rotatably mounted on a support structure. This magazine serves to exchange coupling heads of different designs and/or types into a vertical coupling plane defined by the coupling arrangement. This coupling head changer is suspended from the draw hook of a screw coupling by means of a relatively complex arrangement. While this design allows for the automatic exchange of coupling heads of different designs or types into the coupling plane defined by the coupling arrangement, it becomes disadvantageous when coupling with a screw coupling is required. For this, it would be necessary to remove the coupling head changer from the draw hook, which in turn results in considerable setup time. Systems of this type are characterized by the provision of at least two coupling devices of different designs, which can be pivoted into the coupling plane as needed. In detail, this reveals EP 0 808 759 A1 A coupling arrangement comprising a drawbar and a tow hook attached thereto, as well as at least two different coupling devices which are pivotably mounted on the drawbar about a horizontal axis, and a dev