Pneumatic coupler control system and method for disconnecting a coupler

Abstract

The present invention relates to a system and a method, the method comprising: disconnecting a mechanical coupler (M); in response to the disconnection of the mechanical coupler (M), actuating a first valve (2, 20) by switching the first valve (2, 20) to a first state; actuating a valve unit (3, 30); in response to the actuation of the valve unit (3, 30), connecting a disconnection control inlet (A) of the valve unit (3, 30) to a first valve unit outlet (34, 305), the disconnection control inlet (A) being an inlet for air supply from an MRP inlet (11); releasing an electrical coupler control device (6); retracting the electrical coupler (E).

Description

Technical Field

[0001] The present invention relates to a pneumatic coupler control system and a method for disconnecting a coupler. The system forms part of a coupler of a railway vehicle and is used to provide connection and disconnection of a mechanical coupler and an electrical coupler that form part of the coupler itself. Background Art

[0002] In the field of railway couplers, mechanical couplers are used to establish a mechanical connection between a coupler on a first railway vehicle and a similar coupler on a second railway vehicle. An electrical connection is established by connecting the electrical couplers of each railway vehicle to each other.

[0003] In the coupling sequence, the mechanical connection is established first, and this mechanical connection is usually an automatic coupling initiated by the mechanical couplers coming into contact with each other. Then, a pneumatic coupler control system is used to provide the connection of the electrical couplers. To protect the electrical couplers from being damaged during connection, a predetermined delay provided by the pneumatic coupler control system can prevent the electrical couplers from extending towards each other within a short time after the mechanical connection is completed. This delay is usually in the range of a few seconds.

[0004] When disconnecting the coupler, the sequence is reversed so that the electrical couplers are disconnected and retracted from each other before the mechanical connection is disconnected. This is also for the purpose of protecting the electrical couplers. However, there is currently no available pneumatic coupler control system that can provide satisfactory protection for the electrical couplers both during the normal disconnection process and during the manual disconnection process when a pneumatic disconnection command from the railway vehicle cannot be provided. In such a case, there is a risk that the disconnection action itself may damage the electrical couplers, and once the railway vehicle starts again, the pneumatic system cannot resume its function as expected. Most systems require a restart or a complex startup sequence to ensure that they can operate as expected after a pause in the manual disconnection. This is troublesome and expensive in terms of requiring personnel to perform the restart and check whether the system is operating as expected, and there is also a risk that damage to the electrical couplers due to faults or human errors will lead to an increase in the requirements for maintenance and repair.

[0005] Therefore, there is a need for a pneumatic coupler control system and a method for disconnecting an electrical coupler that can solve these problems. Summary of the Invention

[0006] The object of the present invention is to eliminate or at least minimize the above problems. This is achieved by the method and system according to the appended independent claims.

[0007] The method of the present invention includes:

[0008] disconnecting the mechanical coupler in response to a disconnection instruction,

[0009] In response to the disconnection of the mechanical coupler, the first valve is actuated by switching the first valve to a first state. The first valve includes a first inlet connected to an MRP inlet, and the MRP inlet is configured to be connected to the main storage pipe of a rail vehicle. Wherein the first state of the first valve is a position where the first inlet is connected to a first outlet, such that air can flow through the first valve to the first outlet.

[0010] The valve unit is actuated by receiving air from the first outlet of the first valve into a first valve unit inlet.

[0011] In response to the actuation of the valve unit, the disconnection control inlet of the valve unit is connected to a first valve unit outlet. The disconnection control inlet is an inlet supplied with air from the MRP inlet.

[0012] The electrical coupler control device is released by receiving air from the first valve unit outlet into a disconnection inlet of the electrical coupler control device, and

[0013] The electrical coupler is retracted.

[0014] Suitably, the method further includes blocking the air supply from the main storage pipe of the rail vehicle to the disconnection control inlet after the electrical coupler is disconnected.

[0015] Moreover, the first valve can be actuated by the disconnection of the mechanical coupler.

[0016] In addition, the disconnection instruction can be a manual actuation of a manual actuation device for the mechanical coupler.

[0017] In addition, the actuation of the valve unit can include switching a second valve of the valve unit to a first state. The first state is a position where the disconnection control inlet is connected to the first valve unit outlet.

[0018] In one embodiment, the disconnection control inlet is the first valve unit inlet.

[0019] Suitably, the method can further include:

[0020] Receiving air from a second outlet of the first valve into the valve unit. The first valve is in a second state, in which the first inlet is connected to the second outlet of the first valve.

[0021] Actuating the valve unit by receiving the disconnect command at the inlet of the third valve unit, wherein the disconnect command is an air supply to the UC inlet, the UC inlet being configured to be connected to the disconnect pipe of the rail vehicle, wherein actuating the valve unit includes switching the second valve to a second state, the second state being a position where the second valve unit inlet is connected to the first valve unit outlet, wherein the second valve unit inlet is connected to the second outlet of the first valve, and wherein the first valve unit outlet is also connected to the disconnect inlet of the electrical coupler control device for disconnecting the electrical coupler,

[0022] Providing a delayed disconnection of the mechanical coupler by supplying air to the inlet of the third valve unit after a predetermined delay time, the inlet of the third valve unit being supplied to the mechanical coupler,

[0023] Wherein actuating the valve unit by receiving the disconnect command and providing the delayed disconnection of the mechanical coupler occur before the disconnection of the mechanical coupler.

[0024] In another embodiment, the disconnect control inlet is the inlet of the third valve unit.

[0025] Suitably, the disconnect command may be an air supply to the UC inlet, the UC inlet being configured to be connected to the disconnect pipe of the rail vehicle, and the method may further include: providing a delayed disconnection of the mechanical coupler by supplying air from the UC inlet to the inlet of the second valve unit after a predetermined delay time, the inlet of the second valve unit being supplied to the manual actuation means for the mechanical coupler.

[0026] Furthermore, the predetermined delay time may be the time until the electrical coupler is in the retracted position.

[0027] The present invention also relates to a pneumatic coupler control system (arrangement) for controlling the disconnection of a coupler of a rail vehicle, the coupler having a mechanical coupler and an electrical coupler, the pneumatic coupler control system comprising:

[0028] A mechanical disconnection device for disconnecting the mechanical coupler,

[0029] A first valve, the first valve including a first inlet connected to the MRP inlet, the MRP inlet being configured to be connected to the main storage pipe of the rail vehicle for receiving pressurized air, the first valve further including a first outlet and further including a trigger for switching the first valve to a first state, wherein the first state is a position where the first inlet is connected to the first outlet, and wherein the mechanical disconnection device is further configured to actuate the trigger in response to a disconnect command,

[0030] A valve unit, the valve unit including a first valve unit inlet operatively connected to the first outlet of the first valve, wherein the valve unit includes a first trigger connected to the first valve unit inlet for actuating the valve unit to switch a second valve of the valve unit to a first state, wherein the first state is a state in which a disconnect control inlet is disconnected from a first valve unit outlet, and the disconnect control inlet is an inlet supplied with air from the MRP inlet.

[0031] An electrical coupler control device configured to extend an electrical coupler for connection and retract the electrical coupler for disconnection, wherein the electrical coupler control device includes a disconnect inlet connected to the first valve unit outlet, and the electrical coupler control device is further configured to disconnect the electrical coupler in response to receiving pressurized air at the disconnect inlet.

[0032] Suitably, the system further includes an air shut-off device configured to block the supply of pressurized air to the disconnect control inlet.

[0033] In addition, a mechanical coupler disconnect device may be configured to actuate the trigger of the first valve in association with the disconnection of the mechanical coupler.

[0034] In addition, the system may include a manual actuation device for actuating the mechanical coupler disconnect device.

[0035] In one embodiment, the coupler control inlet is the first valve unit inlet.

[0036] Suitably, the first valve is a two-position five-way mechanical control valve.

[0037] Moreover, the system may further include:

[0038] The first valve includes a second outlet, wherein in a second state of the first valve, the first inlet is connected to the second outlet, and the second outlet is further connected to a second valve unit inlet.

[0039] The valve unit includes a third valve unit inlet connected to a UC inlet configured to be connected to a disconnect pipe of a rail vehicle for receiving pressurized air, and

[0040] The valve unit includes a second trigger connected to the third valve unit inlet to switch the second valve to a second state, the second state being a state in which the second valve unit inlet is connected to the first valve unit outlet.

[0041] The valve unit further includes a delay device having a delay device inlet connected to the third valve unit inlet and a delay device outlet connected to the mechanical disconnect device for disconnecting the mechanical coupler, the delay device being configured to connect the delay device inlet to the delay device outlet with a predetermined delay.

[0042] Similarly, the delay device may suitably include an air reservoir and / or a flow control valve.

[0043] In another embodiment, the coupler control inlet is the third valve unit inlet.

[0044] Suitably, the valve unit includes a delay device having a delay device inlet connected to the second valve unit inlet and a delay device outlet connected to the mechanical disconnect device for disconnecting the mechanical coupler, the delay device being configured to connect the delay device inlet to the delay device outlet with a predetermined delay, the connection of the delay device inlet to the delay device outlet being triggered by an electrical coupler reaching a retracted position.

[0045] The invention also relates to a coupler including a coupler control system according to the invention.

[0046] Those skilled in the art will readily appreciate many additional effects and advantages of the present invention from the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The present invention will now be described in more detail with reference to the accompanying drawings, in which:

[0048] Figure 1 A first embodiment of the present invention in a coupled state is schematically disclosed;

[0049] Figure 2 A first embodiment in a disconnected state is schematically disclosed;

[0050] Figure 3 A pneumatic diagram of a first embodiment in a coupled state is disclosed;

[0051] Figure 4 A pneumatic diagram of a first embodiment in a state where the electrical coupler is disconnected but the mechanical coupler is coupled is disclosed;

[0052] Figure 5 A pneumatic diagram of a first embodiment in a disconnected state where the disconnection sequence has been completed is disclosed;

[0053] Figure 6 A pneumatic diagram of a first embodiment in a disconnected state is disclosed;

[0054] Figure 7 A second embodiment of the present invention in a coupled state is schematically disclosed;

[0055] Figure 8 Schematically discloses a second embodiment in a disconnected state;

[0056] Figure 9 Discloses a pneumatic diagram of the second embodiment in a connected state;

[0057] Figure 10 Discloses a pneumatic diagram of the second embodiment in a state where the electrical connector is disconnected and the mechanical connector is also disconnected;

[0058] Figure 11 Discloses a pneumatic diagram of the second embodiment in a disconnected state; and

[0059] Figure 12 Discloses a pneumatic diagram of the second embodiment in a manual disconnection sequence.

[0060] All the drawings are schematic, not necessarily drawn to scale, and generally only show the parts necessary to illustrate the respective embodiments, while other parts may be omitted or only suggested. Unless otherwise stated, any reference numerals appearing in multiple drawings refer to the same object or feature in all the drawings. Detailed Description

[0061] The present invention is implemented in two main embodiments, each of which achieves the technical effect of disconnecting the electrical connector in a reliable and effective manner, while avoiding the risk of damage caused by the accidental protrusion of the electrical connector after disconnection, or the risk of damage to the electrical connector caused by implementing the disconnection in a state of traction load. Each of the first and second embodiments can be implemented using a manual disconnection instruction (usually in the form of manually actuating a disconnection device) and using a disconnection requirement from the rail vehicle on which the connector is installed. The first and second embodiments will be described in sequence below, and it should be noted that the features of the first embodiment can be combined with the features of the second embodiment, and vice versa, unless such a combination is explicitly described as not suitable.

[0062] The main difference between the first and second embodiments lies in the construction and operation of the valve unit, which is configured to be actuated in response to a disconnection instruction so that air is transmitted through the valve unit from a disconnection control inlet to a first valve unit outlet. However, as will be described in more detail below, in other aspects, the two embodiments are similar, and they can both achieve the main beneficial effects of the present invention.

[0063] The present invention relates to a pneumatic system in which pressurized air is provided to control the operation of the system. The "air" mentioned hereinafter, such as "receiving air", "transmitting air" or "allowing air to flow", should be understood to refer to the pressurized air provided in the pneumatic system.

[0064] In the following, when describing a valve and its operation, the connection from the inlet to the outlet shall be understood as the valve being in a position that includes a flow path from the inlet through the valve to the outlet. The inlet is a term for the port of the valve that is configured to receive air; while the outlet is a term for the port that is configured to discharge air.

[0065] In the drawings, Figures 1 - 2 and Figures 7 - 8 the presented schematic diagrams disclose a pressurized line, which shows the flow of air with lines having arrows, while the non-pressurized lines are disclosed without arrows. In Figures 3 - 6 and Figures 9 - 12 the pneumatic diagrams, the pressurized lines are shown as solid lines, while the non-pressurized lines are shown as dashed lines.

[0066] The present invention relates to a pneumatic coupler control system and a method for disconnecting an electrical coupler of a component using the pneumatic coupler control system. In operation, the system is installed in a railway coupler, which is in turn installed on a railway vehicle such as a train car. In the following, the structure and function of the pneumatic coupler control system will be described with reference to the coupler and the railway vehicle, but it should be noted that the railway vehicle and the coupler itself are not essential parts of the pneumatic coupler control system.

[0067] When the term "connected" is used herein to describe the relationship between components, it is understood as being operatively connected so that the components can work together or propagate a medium from one component to another. For example, the statement of connecting a valve to an inlet or a pipe for transmitting pressurized air shall be understood as the valve being configured to be connected to the inlet or the pipe in such a way that air can flow from one to the other.

[0068] The present invention is particularly advantageous when used with a two-position coupler (i.e., a mechanical coupler that remains in its disconnected position until reconnected once disconnected). However, the present invention can also be used for other couplers, such as one-position couplers, where the mechanical coupler returns to the same position as when in the connected state after being disconnected.

[0069] Figure 1Schematic diagram of a first embodiment of the pneumatic coupler control system 10 of the present invention in a coupled state is disclosed. At the front face 21 of the coupler 200, a mechanical coupler M is provided and is coupled to a similar mechanical coupler M' of another coupler (not shown). In addition, an electrical coupler E is shown in the extended state, wherein the electrical coupler E is capable of being coupled to a similar electrical coupler of another coupler (not shown). The disconnection of the mechanical coupler M is controlled by a mechanical disconnection device 5, which may suitably be an uncoupling cylinder well-known in the art. The extension and retraction of the electrical coupler E are controlled by an electrical coupler control device 6, which may suitably be an actuator that extends the electrical coupler E in response to actuation caused by receiving air into the coupling inlet 62, and retracts the electrical coupler E in response to receiving air into the disconnection inlet 61. To retract the electrical coupler E, the air supplied to the disconnection inlet 61 is used to deactivate the electrical coupler control device 6.

[0070] The pneumatic coupler control system 10 includes an MRP inlet 11, which is configured to be connected to the main storage pipe of a rail vehicle so that when the pneumatic coupler control system 10 and the coupler equipped with the pneumatic coupler control system are connected to a railway vehicle, the pressurized air from the main storage pipe can flow into the MRP inlet 11. In addition, the pneumatic coupler control system 10 includes a UC inlet 12, which is configured to be connected to the disconnection pipe of the rail vehicle. The disconnection pipe is used to supply pressurized air in response to a disconnection instruction issued from the railway vehicle, and by connecting the disconnection pipe to the UC inlet 12, in this way, when a disconnection command is given, the pressurized air can flow into the UC inlet 12.

[0071] The MRP inlet is connected to an MRP valve 71, and the UC inlet 12 is connected to a UC valve 72, as is well-known in the art. The MRP inlet is also connected to a first valve 2, suitably, the first valve 2 is a two-position five-way mechanical control valve. The first valve 2 includes a first inlet 21, and also includes a first outlet 23 and a second outlet 24, and a trigger 25, which, when actuated, switches the valve from the second state to the first state. Figure 1 The first valve 2 is shown in the second state, and in this state, the first valve 2 is in a position connecting the first inlet 21 to the second outlet 24. The MRP inlet is connected to or can be connected to the first inlet 21. Suitably, the first valve 2 is provided with a spring for pushing the first valve 2 towards the second state.

[0072] There is also provided a valve unit 3, which includes at least a second valve 4 and a delay device 9. The valve unit 3 includes a first valve unit inlet 31 connected to the first outlet 23 of the first valve 2. The valve unit 3 also includes a second valve unit inlet 32 connected to the second outlet 24 of the first valve 2. In addition, the valve unit 3 further includes a third valve unit inlet 33 connected to the UC inlet 12. In the first embodiment, the first valve unit inlet 31 serves as a disconnection control inlet A.

[0073] In addition, the valve unit 3 includes a first valve unit outlet 34 connected to the disconnection inlet 61 of the electrical coupling control device 6 and a second valve unit outlet 35 connected to the coupling inlet 62 of the electrical coupling control device 6. In addition, the valve unit 3 includes a delay outlet 36 connected to the mechanical disconnection device 5.

[0074] The mechanical disconnection device 5 is further connected to the mechanical coupler M to control its disconnection, and the mechanical disconnection device 5 and / or the mechanical coupler M are connected to the trigger 25 of the first valve 2 so that it can switch the first valve 2 from the second state to the first state. In this embodiment, the connection is a mechanical connection, but in other embodiments, the connection between the mechanical disconnection device 5, the mechanical coupler M, and the trigger 25 can alternatively be in other forms, such as electric or pneumatic forms.

[0075] The pneumatic coupling control system 10 further includes an air shut-off device 8, suitably a ball valve 8, which is provided between the MRP inlet 11 and the first valve 2 so that the ball valve 8 can control the air flow to the first valve 2. The air shut-off device 8 is also used to allow air to flow through the electrical coupling control device 6 when closed.

[0076] Figure 1 The pneumatic coupling control system 10 in the coupled state is disclosed, and Figure 2 the disconnection state of the same pneumatic coupling control system 10 is shown in Figure 2 including the same components as Figure 1 but the mechanical coupler M is disconnected from a similar coupler M', and the electrical coupler E is also retracted to the retracted position. In addition, the first valve 2 is in the first state, and this is the position or state where the first inlet 21 is connected to the first outlet 23 so that pressurized air is transmitted from the MRP inlet through the first valve and reaches the first valve unit inlet 31 of the valve unit 3.

[0077] Now the operation of the first embodiment will be described with reference to Figures 1 - 2 The more detailed operation of the first embodiment will also be described below with reference to Figures 3 - 4 So, in

[0078] Thus, in Figure 1The connection state shown uses arrows to disclose the transmission of air in the pipes connecting the components to each other. In this connection state, air is supplied to the MRP inlet 11, passes through the air shut-off device 8, and passes through the first valve 2 by entering the first inlet 21 and exiting from the second outlet 24, and reaches the second valve unit inlet 32 of the valve unit 3. The operation of the valve unit 3 will be described in further detail below. Briefly, air is transmitted from the second valve unit inlet 32 to the second valve unit outlet 35 and is transmitted forward to the connection inlet 62 so that the electrical connector control device 6 holds the electrical connector E in the Figure 1 extended and connected position shown.

[0079] A disconnection instruction can be generated by activating the disconnection line from the railway vehicle so that pressurized air reaches the UC inlet 12, or alternatively a manual disconnection instruction can be generated by the operator. The disconnection initiated by the manual disconnection instruction will now be described.

[0080] Manually initiated disconnection usually occurs when the railway vehicle is not operating and the disconnection line is not operating. Other situations where manual disconnection is used include emergencies and situations where the railway vehicle cannot provide a disconnection instruction due to a fault. In these cases, a manual operator can use a manual actuation device 51 connected to the mechanical coupler M to generate a manual disconnection instruction. The manual actuation device can be a handle that is rotated to initiate the rotation of the mechanical coupler M, thereby releasing the mechanical coupler M. Optionally, the manual actuation device can be a wire connected to a hook plate of the mechanical coupler M, thereby pulling the wire to actuate the disconnection.

[0081] When the mechanical coupler is disconnected, the trigger 25 of the first valve 2 is actuated so that the first valve switches to the first state in which the first inlet 21 is connected to the first outlet 23, which allows air to pass from the MRP inlet 11 through the first valve and be transmitted forward to the first valve unit inlet 31 of the valve unit 3.

[0082] The valve unit 3 is configured to connect the coupler control inlet A (i.e., the first valve unit inlet 31) to the first valve unit outlet 34 to allow air to be transmitted through the valve unit 3 to the disconnection inlet 61 of the electrical connector control device 6. This causes the electrical connector E to retract, causing the coupler 200 to disconnect from a similar coupler.

[0083] The air shut-off device 8 (suitably selected as a ball valve 8) can be used in maintenance conditions or when connecting to a coupler without an electrical connector or with an electrical connector different from the electrical connector on the coupler 200. The air shut-off device 8 is used in this case to prevent air from being supplied to the electrical connector control device 6 in order to prevent the undesired extension of the electrical connector E, thereby protecting the electrical connector E from damage.

[0084] If the disconnection instruction is generated by the disconnection pipe of the railway vehicle in use, such that pressurized air enters the UC inlet 12, the air passes to the third valve unit inlet 33. At this time, the first valve 2 is in the second state, in which the first inlet 21 is connected to the second outlet 24, and the valve unit 3 is configured to allow air to pass from the second valve unit inlet 32 to the second valve unit outlet 35, which is connected to the connection inlet 62 of the electrical coupler control device 6, such that the electrical coupler is extended. However, once the valve unit 3 receives the disconnection instruction, the operation of the valve unit 3 is changed by actuating the valve unit 3 so that air is transmitted from the second valve unit inlet 32 to the first valve unit outlet 34 and forward to the disconnection inlet 61 of the electrical coupler control device 6. In addition, the delay device 9 is actuated so that air is discharged through the delay outlet 36 after a predetermined delay time and the mechanical disconnection device 5 is actuated to disconnect the mechanical coupler M. This in turn triggers the first valve 2 and switches the valve to the first state, in which air is transmitted from the first inlet 21 to the first inlet 23, and now the same sequence as the manually initiated disconnection instruction described above is carried out. This ensures that the electrical coupler E is retracted and held in the retracted position until the mechanical coupler M is reconnected to another coupler.

[0085] Moreover, suitably, the delay device 9 is activated by supplying air to the third valve unit inlet 33, and then, after a predetermined delay time, the delay device 9 provides air in the delay outlet 36. Suitably, the delay device 9 includes an air container, which takes a predetermined delay time to fill with air, but alternatively, the delay device 9 may be a flow control valve or other suitable device such as described below with reference to the second embodiment. In the first embodiment, the delay device 9 includes a flow control valve and an air container, which is beneficial for providing a high degree of control over the operation of the delay device 9.

[0086] Compared with the prior art, an important advantage of the present invention is that the disconnection of the electrical coupler E is achieved by the air supplied from the MRP inlet 11. Then, the disconnection instruction is used to trigger the first valve 2, which in turn operates the valve unit 3, which will be described in more detail below, so as to retract the electrical coupler E. Since the present invention uses the air received from the main storage pipe, which is also available when the rail vehicle is not in operation, the electrical coupler can be disconnected and held in the retracted position regardless of the operating state of the rail vehicle. This significantly reduces the risk of damage caused by the undesired or unintentional extension of the electrical coupler E.

[0087] The present invention provides a disconnection sequence, in which, while still maintaining the connection of the mechanical coupler M, in response to a disconnection instruction from a railway vehicle, the electrical coupler E is disconnected, and after a delay time when the electrical coupler E safely enters the retracted position, the mechanical coupler M is also disconnected. In a manual disconnection, the sequence includes disconnecting the mechanical coupler M and the electrical coupler E almost simultaneously.

[0088] When proceeding from Figure 2 the disconnected state to Figure 1 the connected state, the operation of the pneumatic coupler control system 10 is initiated by the mechanical coupler M that is automatically connected to a similar mechanical coupler M' of another coupler. This triggers the trigger 25 of the first valve 2, causing the first valve 2 to switch from Figure 2 the first state to Figure 1 the second state, thereby allowing air to flow from the first inlet 21 to the second outlet 24 and to the second inlet 32 of the valve unit 3, where the air is transmitted to the second valve unit outlet 35 and continues to be transmitted to the connection inlet 62 of the electrical coupler control device 6 so that the electrical coupler E extends and allows connection to a similar electrical coupler of another coupler.

[0089] Therefore, the connection sequence of the present invention is: mechanical connection occurs first, and then electrical connection occurs after a delay time.

[0090] By using the air locking device 8 (which can be in the form of the ball valve 8 as described above), in the case where the mechanical coupler M has been connected to another coupler lacking an electrical coupler or having an electrical coupler with a different design, the extension of the electrical coupler E can be prevented. In this case, preventing the extension of the electrical coupler E is important in order to protect the electrical coupler E and avoid damage. Instead of the ball valve, the air shut-off device can optionally be any other valve or flow interruption device capable of interrupting and blocking the air flow in the pipeline.

[0091] Now a more detailed Figures 3 - 6 description showing the operation of the valve unit 3 will be referred to for the first embodiment. Figures 1 - 2 The components shown in Figures 3 - 6 will not be introduced again, and now only those features that are not individually marked or are shown in more detail in

[0092] Figure 3 will be described. In the whole text, the pressurized lines are shown as solid lines and the non-pressurized lines are shown as dashed lines.

[0093] The valve unit 3 includes a second valve 4 which has a first inlet 41 connected to the first valve unit inlet 31 and a second inlet 42 connected to the second valve unit inlet 32. The second valve 4 further includes a first outlet 43 connected to the first valve unit outlet 34 and a second outlet 44 connected to the second valve unit outlet 35. In addition, the second valve 4 includes a first trigger T1 connected to the fourth valve unit inlet 37 which may be a separate inlet but may alternatively be included in the first valve unit inlet 31 such that the connection within the valve unit 3 can fork to direct air from the first valve unit inlet 31 to the first inlet 41 of the second valve 4 and the first trigger T1. If the fourth valve unit inlet 37 is provided separately, it is connected to the first outlet 23 of the first valve 2. The second valve 4 further includes a second trigger T2 connected to the third valve unit inlet 33. In the first embodiment, the second valve 4 is suitably a five-way two-position control valve. As Figure 3 shown, the third valve unit inlet 33 is connected to a delay device 9 which is shown as an air container 91, a flow regulating valve 97 and a mechanical disconnect valve 92 which has an inlet 93 connected to the third valve unit inlet 33 and an outlet 95 connected to the mechanical disconnect device 5. The mechanical disconnect valve 92 further includes a trigger 94 which is connected to the air container 91 such that the filling of the air container 91 can trigger the trigger 94 and switch the mechanical disconnect valve 92 to a state where the inlet 93 is connected to the outlet 95 so that air can pass through the valve and proceed to the mechanical disconnect device 5. Figure 3 Filters 101, 102, 103 are also shown which may be arranged to continuously clean the air in the pneumatic coupler control system 10 and it should be noted that the filters 101, 102, 103 are optional and may be arranged in a configuration different from that shown in the figure. Advantageously, providing the filters can ensure clean air in the system but this is not essential for the operation of the pneumatic coupler control system 10.

[0094] The invention also includes a coupler for a railway vehicle wherein the coupler includes a pneumatic coupler control system according to the invention. The coupler will not be described in detail herein but it should be understood that any suitable coupler having a mechanical coupler and an electrical coupler is suitable for including a pneumatic coupler control system according to the invention.

[0095] Now focusing on the detailed operation of the valve unit 3, the operation of the first embodiment for disconnecting the electrical coupler E will be described in more detail.

[0096] In Figure 3In the connected state shown, the first valve 2 is in the second state as described above, and the second valve 4 is in the third state. In this third state, the second inlet 42 is connected to the second outlet 44, and this second outlet 44 is in turn connected to the second valve unit outlet 35, so that air is transmitted to the connection inlet 62 of the electrical connector control device 6.

[0097] As described above, the disconnection can be initiated by a disconnection command from the railway vehicle. This disconnection command is a received disconnection command that supplies air to the disconnection inlet 12. This supplies pressurized air to the third valve unit inlet 33, causing the second trigger T2 to be actuated, and causing the inlet 93 of the mechanical disconnection valve 92 to be pressurized and the air container 91 to start filling. The actuation of the second trigger T2 causes the second valve 4 to switch to the second state, in which the second inlet 42 is connected to the first outlet 43 and forward to the first valve unit outlet 34 (which is connected to the disconnection inlet 61 of the electrical connector control device 6). This causes the electrical connector E to retract, such that the pneumatic connector control system 10 reaches Figure 4 the state shown, in which the electrical connector E is retracted, but the mechanical connector M remains connected due to the delay provided by the delay device 9.

[0098] Now starting from Figure 4 this point, the air container 91 of the delay device 9 is filled so that the trigger 94 of the mechanical disconnection valve 92 is actuated and the inlet 93 is connected to the outlet 95, allowing air to be supplied to the mechanical disconnection device 5 and triggering the trigger 25 of the first valve 2. This state is shown in Figure 5 wherein the second outlet 24 of the first valve 2 is not pressurized, but the second valve 4 has not yet switched to the first state, and at this position, neither the first valve unit outlet 34 nor the second valve unit outlet 35 is pressurized, so that no retraction or extension command is given to the electrical connector control device 6.

[0099] However, supplying air to the mechanical disconnection device 5 causes the trigger 25 of the first valve 2 to be mechanically disconnected and actuated, so that the first valve 2 switches to the first state, and the first inlet 21 is connected to the first outlet 23, allowing air to flow to the first valve unit inlet 31 and the fourth valve unit inlet 37. As described above, the fourth valve unit inlet 37 can optionally be integrated with the first valve unit inlet 31.

[0100] Air is supplied from the fourth valve unit inlet 37 to the first trigger T1 and triggers the second valve 4 to switch to the first state. In this first state, the first inlet 41 that receives air from the first valve unit inlet 31 is connected to the first outlet 43, and this first outlet 43 is in turn connected to the first valve unit outlet 34, so that air can continue to be supplied to the disconnection inlet 61 of the electrical connector control device 6 and ensure that the electrical connector E remains retracted. Thus, the Figure 6in the disconnected state, where both the electrical connector E and the mechanical connector M are disconnected.

[0101] If a manual disconnection instruction is used as described above, when the mechanical connector M is disconnected, the trigger 25 is actuated. Thus, the first valve 2 in the first state will supply air to the first valve unit inlet 31 and the fourth valve unit inlet 37, so that the second valve 4 is triggered by the first trigger T1 and enters the first state, in which the first inlet 31 is connected to the first outlet 43 to supply air to the disconnection inlet 61 of the electrical connector control device 6. When manually activated, no pressurized air is provided at the UC inlet 12, but due to the air supply from the MRP inlet 11 and the triggering of the first valve, the disconnection of the electrical connector can still be carried out as required, and the electrical connector will also be safely held in the retracted position until the mechanical connector is reconnected, regardless of whether the railway vehicle is in operation.

[0102] Now reference will be made to the schematic Figures 7 - 8 to describe the second embodiment.

[0103] The main difference between the first embodiment and the second embodiment lies in the internal structure and operation of the valve units 3, 30, but they share the main feature of the activation of the first valves 2, 20, such that air flows into the valve units 3, 30 through the disconnection control inlet A connected to the first valve unit outlet 34, so that pressurized air is supplied to the disconnection inlet 61 of the electrical connector control device 6. In the above first embodiment, the first valve unit inlet 31 serves as the disconnection control inlet A, and in the above second embodiment, this function is alternatively performed by the third valve unit inlet 303.

[0104] In Figure 7 is shown a coupler 200 having a pneumatic coupler control system 100 of the second embodiment, where the mechanical coupler M is in a state of being coupled to a similar coupler M', and the electrical coupler E extends to the front face 21 of the coupler so as to be able to be coupled to a similar electrical coupler (not shown). For the electrical coupler E, an electrical connector control device 6 is provided, and it has a disconnection inlet 61 and a connection inlet 62 as in the first embodiment. The mechanical coupler M is disconnected by a mechanical disconnection device 5, which can appropriately be a uncoupling cylinder, as is well known in the art. An MRP inlet 11 configured to be connected to the main storage pipe of the railway vehicle and a UC inlet 12 configured to be connected to the disconnection line of the railway vehicle are also provided. The MRP inlet 11 is connected to the MRP valve 71, and the UC inlet 12 is connected to the UC valve 72, as is well known in the art. In this embodiment, the front chamber of the MRP valve 71 is connected to the MRP inlet 11 provided when the coupler 200 is coupled to a similar coupler. The front chamber of the MRP valve 71 is used to supply pressurized air to the first inlet 201 of the first valve 20 and the second inlet 302 of the valve unit 30.

[0105] Thus, the MRP inlet 11 is connected to the first inlet 201 of the first valve 20. However, the second embodiment differs from the first embodiment in that the second inlet 202 of the first valve 20 is connected to the UC inlet 12. In addition, the first valve 20 includes a first outlet 203 which, in Figure 7 the second state shown, the first outlet 203 is connected to the second inlet 202, and in Figure 8 the first state shown, the first outlet 203 is connected to the first inlet 201. Thus, the second embodiment is similar to the first embodiment in that it is configured to connect the first inlet 201 of the first valve 20 to the first outlet 203 in the first state, but differs from the first embodiment in the second state in that, in the second state, the second inlet 202 is connected to the first outlet 203 to supply air from the UC inlet 12.

[0106] The first valve further includes a trigger 205 which is configured to switch the first valve 20 from the second state to the first state upon activation, and the trigger 205 is activated by the disconnection of the mechanical coupler M, such disconnection being directly caused by the disconnection movement of the mechanical coupler M or by a component activated upon the disconnection of the mechanical coupler M.

[0107] The pneumatic coupler control system 100 further includes a valve unit 30 which has a first valve unit inlet 301 connected to the first outlet 203 of the first valve 20, and also has a second valve unit inlet 302 connected to the MRP inlet 11 through the front chamber of the MRP valve 71 and a third valve unit inlet 303 directly connected to the MRP inlet 11. The valve unit 30 further includes a second valve unit inlet 304 connected to the UC inlet 12.

[0108] In the valve unit 30, a valve device 40 is provided, as will be described in further detail below. A delay device 90 is also provided for providing a delayed output of pressurized air to the mechanical disconnection device 5.

[0109] The valve unit 30 includes a first valve unit outlet 305 connected to the disconnection inlet 61 of the electrical coupler control device 6, and also includes a second valve unit outlet 306 connected to the coupling inlet 62. In addition, the valve unit 30 includes a delay connection 307 which can be pneumatic, electric or mechanical and is used to actuate the delay device 90 in response to actuation E1 when the electrical coupler E is in the retracted position. Appropriately, the delay connection 307 is activated when the electrical coupler E reaches the retracted position, since the full retraction of the electrical coupler E means that the mechanical coupler M can be disconnected without the risk of damaging the electrical coupler E.

[0110] In addition, the pneumatic coupler control system 100 includes an air shut-off device 8 which, in the second embodiment, is provided between the third valve unit inlet 303 and the MRP inlet 11 so as to be able to prevent air from flowing into the third valve unit inlet 303 (i.e., the coupler control inlet A). The air shut-off device 8 can be a ball valve 8 or similar to the air shut-off device of the first embodiment.

[0111] Reference will now be made to Figure 7 and Figure 8 describe the operation of the second embodiment.

[0112] In Figure 7 the coupled state, pressurized air is supplied to the MRP inlet 11 and is transmitted in the pneumatic coupler control system 100 along the pressurized line as indicated by the arrow. In the coupled state, air is supplied to the first inlet 201 of the first valve 20, but since the first valve 20 is in the second state, no air is supplied to the first outlet 203 and further to the first valve unit inlet 301. The second valve unit inlet 302 and the third valve unit inlet 303 are supplied with air, and due to the operation of the valve unit 30, air is supplied from the MRP inlet 11 to the third valve unit inlet 303 and further to the second valve unit outlet 306 so that the coupling inlet 62 becomes operative. This holds the electrical coupler E in the extended position.

[0113] When the disconnect command is received at the UC inlet 12, pressurized air reaches the second inlet 202 of the first valve 20 and, since the first valve 20 is in the second state, the air entering the second inlet 202 is connected to the first outlet 203 and advances to the first valve unit inlet 301. In the valve unit 30, this causes the air supplied from the MRP inlet 11 to the disconnect control inlet A (i.e., the third valve unit inlet 303) to be transmitted to the first valve unit outlet 305, so that air is supplied to the disconnect inlet 61 and the electrical coupler E retracts. Once the electrical coupler E reaches its retracted position, actuation E1 occurs, causing the time delay device 90 to be actuated and pressurized air to reach the mechanical disconnect device 5, causing the mechanical coupler M to disconnect and reach the Figure 8 position shown. This also actuates the trigger 205 of the first valve 20, causing the first valve 20 to switch to the first state in which the first inlet 201 is connected to the first outlet 203. Until this time, the first outlet 203, which has been connected to the second inlet 202 and thus to the UC inlet 12, now changes to be connected to the first inlet 201 and receives pressurized air from the MRP inlet 11, and thus, the actuation of the valve unit 30 is maintained, keeping the electrical coupler E in the retracted position. If desired, the ball valve 8 can be used to block the air supply to the third valve unit inlet 303 in order to ensure that the coupler E does not extend accidentally when the rail vehicle is not in operation.

[0114] For a manual disconnection instruction, the disconnection is initiated by means of a manual actuating device 51 for disconnecting the mechanical coupling M. This actuates the trigger 205 of the first valve 20, causing the first valve 20 to switch to a first state in which the first inlet 201 is connected to the first outlet 203 to actuate the valve unit 30, and connecting the third valve unit inlet 303 (i.e., the disconnection control inlet A) to the first valve unit outlet 305 to retract the electrical coupler E by actuating the disconnection inlet 61.

[0115] The main effects of the first embodiment described above are also achieved by the second embodiment, since the actuation of the trigger 205 causes the first valve 20 to switch to a first state in which the pressurized air received at the first inlet 201 from the MRP inlet 11 is connected to the valve unit 30 for actuating the valve unit 30 to allow the pressurized air to be connected to the first valve unit outlet 305. The main difference in the schematic operation between the first and second embodiments is that the first embodiment causes both the actuation of the valve unit 3 and the supply of pressurized air connected to the first valve unit outlet 34 through the air flow from the first outlet 23 of the first valve 2, while the second embodiment uses the air flow from the first outlet 203 to the valve unit 30 only for actuating the valve unit 30 itself. The air flow connected to the first valve unit outlet 305 is instead provided in the third valve unit inlet 303 connected to the MRP inlet 11, without passing through the first valve 20. Thus, the same functions are achieved using the same main components, but different designs and operations inside the valve units 3, 30 are allowed. The main effect remains that the MRP inlet is connected to the valve units 3, 30 for actuating the valve units 3, 30, and the MRP inlet is also connected to the valve units 3, 30 for providing a supply of pressurized air that will be connected to the first valve unit outlet 305 in order to reach the disconnection inlet 61 of the electrical coupler control device 6.

[0116] Now reference will be made to Figures 9 - 12 the second embodiment in more detail.

[0117] In Figure 9 the mechanical coupling M and the electrical coupler E are both in the coupled state. In this state, pressurized air is supplied to the MRP inlet 11, and no air is supplied to the UC inlet 12. Thus, the first inlet 201 of the first valve 20 is operative and supplied with air, but since the first valve 20 is in the first state, the first inlet 201 is not connected to the first outlet 203. The third valve unit inlet 303 is also supplied with air from the MRP inlet 11, and in the valve unit 30, the third valve unit inlet 303 is connected to the first inlet 401 of the third valve 410, which together with the second valve 420 forms part of the valve device 40.

[0118] The third valve 410 includes a trigger 404 connected to the fourth valve unit inlet 304, which in turn is connected to the MRP inlet 11, and the third valve 410 also includes a first outlet 402 and a second outlet 403. Figure 9 FIG. Figure 9 shows the third valve 410 in a first state, in which the trigger 404 is actuated and air is allowed to flow from the first inlet 401 to the second outlet 403.

[0119] In addition, the valve device 40 includes a second valve 420 having a first inlet 421 connected to the first outlet 402 of the third valve 410 and also having a second inlet 422 connected to the second outlet 403 of the third valve 410. The second valve 420 further includes a first outlet 423 connected to the first valve unit outlet 305 and also includes a second outlet 424 connected to the second valve unit outlet 306. Moreover, the second valve 420 includes a first trigger 425 connected to the first valve unit inlet 301.

[0120] A delay device 90 is also provided in the valve unit 30, which includes a delay device inlet 901 connected to the second valve unit inlet 302 and also includes a delay device outlet 902 connected to the mechanical disconnect device 5. In addition, the delay device 90 includes a trigger 903 triggered by the actuation E1 of the electrical coupler E. In the second embodiment, the predetermined delay time is determined by the time taken for the electrical coupler E to retract, because the arrival of the electrical coupler E at the retracted state causes the start of the delay device 90, such that the air supplied from the UC inlet 12 via the second valve unit inlet 302 to the delay device inlet 901 can be transmitted to the delay device outlet 902 and thus actuate the mechanical disconnect device 5.

[0121] Valves that return to a given state when not actuated by a trigger are appropriately provided with a spring for pushing the valve back to the untriggered state. This is well known in the art and will not be described in more detail.

[0122] Now reference will be made to Figures 9 - 11 the disconnection of the electrical coupler E and the mechanical coupler M will be described in more detail, and reference will also be made to Figure 12 describe the manual disconnection sequence.

[0123] As in the first embodiment, the disconnection command is received at the UC inlet 12, which receives pressurized air from the railway vehicle. This supplies air to the second inlet 202 of the first valve 20, and since the first valve 20 is in the second state, the air is transmitted to the first outlet 203 and continues to be transmitted to the first valve unit inlet 301, such that the first trigger 425 of the second valve 420 is actuated. The actuation of the second valve 420 converts the second valve 420 from the second state to the first state.

[0124] In the second state of the second valve 420, the second inlet 422 is connected to the second outlet 424 and thus to the second valve unit outlet 306 to supply air to the coupling inlet 62, thereby extending the electrical coupler. In the first state of the second valve 420, the second inlet 422 is instead connected to the first outlet 423 such that air is supplied to the first valve unit outlet 305 and the disconnect inlet 61 to retract the electrical coupler E.

[0125] Thus, when a disconnect instruction is received by the pneumatic coupler control system 100, this actuates the second valve 420 and switches it to the first state such that the electrical coupler E is retracted. The disconnect instruction also supplies air to the second valve unit inlet 302 that reaches the delay device inlet 901, but since the delay device 90 is not actuated, the delay device inlet 901 is not yet connected to the delay device outlet 902. Figure 10 This state is shown.

[0126] Once the electrical coupler E reaches its retracted position, actuating E1 causes the delay device 90 to be triggered such that the delay device inlet 901 is connected to the delay device outlet 902 to actuate the mechanical disconnect device 5 and disconnect the mechanical coupler M. This also causes the trigger 205 of the first valve 20 to be triggered such that the first valve 20 switches to the first state in which the first inlet 201 is connected to the first outlet 203. This supplies air from the MRP inlet 11 to the first outlet 203, thereby maintaining the actuation of the second valve 420 and holding the electrical coupler E in the retracted position.

[0127] In Figure 11 both the mechanical coupler M and the electrical coupler E are disconnected. This means that the front chamber of the MRP valve 71 is no longer connected to the MRP inlet 11, and the air supply to the first inlet 201 of the first valve 20 and to the fourth inlet 304 of the valve unit 30 is interrupted. Thereby, the third valve 410 is switched to the state in which the inlet 401 is connected to the second outlet 402, and the second valve 420 is switched to its second state in which the first inlet 421 is connected to the first outlet 423. As a result, the pressurized air supplied from the MRP inlet 11 to the third valve unit inlet 303 is supplied to the first valve unit outlet 305 such that the electrical coupler E is held in its retracted position. This prevents accidental extension of the electrical coupler E, and if desired, the ball valve 8 can also be closed to completely prevent the flow of pressurized air to the electrical coupler control device 6.

[0128] Similar to the first embodiment, the second embodiment can suitably include filters 104, 105, 106.

[0129] Figure 12The manual disconnection sequence of the second embodiment is disclosed, starting with the manual disconnection of the mechanical coupler M. This triggers the first valve 20 such that the first inlet 201 is connected to the first outlet 203 to supply air to the first valve unit inlet 301 and trigger the second valve 420. By doing so, the second inlet 422 of the second valve 420 is connected to the first outlet 423 of the second valve 420, the first valve unit outlet 305 is pressurized, and since the disconnection inlet 61 is pressurized, the electrical coupler E is retracted, where the second valve 420 receives pressurized air from the third valve unit inlet 303 via the third valve 410. When the electrical coupler E reaches its retracted position, the delay device 90 is triggered, but since the UC inlet 12 does not supply pressurized air to the delay inlet 901, this does not supply air to the mechanical disconnection device 5.

[0130] It should be noted that the valve units 3, 30 may be provided as a single component that includes the components described herein as forming part of the valve units 3, 30, but the valve units 3, 30 may also be provided as multiple components connected to each other in the manner described herein.

[0131] It should also be noted that the features from the various embodiments described herein can be freely combined, unless it is explicitly stated that such a combination is not suitable.

Claims

1. A method for disconnecting a coupler of a railway vehicle, the coupler including a mechanical coupler and an electrical coupler, the method comprising: disconnecting the mechanical coupler (M) in response to a disconnection instruction; actuating the first valve by switching the first valve to a first state in response to the disconnection of the mechanical coupler (M), the first valve including a first inlet connected to an MRP inlet (11), the MRP inlet (11) being configured to be connected to a main storage pipe of the rail vehicle, wherein the first state of the first valve is a position where the first inlet is connected to a first outlet (23, 203) such that air can flow through the first valve to the first outlet (23, 203); actuating a valve unit by receiving air from the first outlet (23, 203) of the first valve into a first valve unit inlet; connecting a disconnection control inlet (A) of the valve unit to a first valve unit outlet in response to the actuation of the valve unit, the disconnection control inlet (A) being an inlet supplied with air from the MRP inlet (11); releasing the electrical coupler control device (6) by receiving air from the first valve unit outlet into a disconnection inlet (61) of the electrical coupler control device (6), and retracting the electrical coupler (E).

2. The method according to claim 1, wherein The method further comprises: after the electrical coupler (E) is disconnected, preventing air supply from the main storage pipe of the rail vehicle to the disconnection control inlet (A).

3. The method according to claim 1, wherein The first valve is actuated by the disconnection of the mechanical coupler (M).

4. The method according to claim 1, wherein, The disconnection instruction is a manual actuation of a manual actuation device (51) for the mechanical coupler (M).

5. The method according to any one of claims 1 to 4, wherein The actuation of the valve unit includes switching a second valve of the valve unit to a first state, the first state being a position where the disconnection control inlet (A) is connected to the first valve unit outlet.

6. The method according to claim 5, wherein, The disconnection control inlet (A) is the first valve unit inlet.

7. The method according to claim 6, further comprising: receiving air from a second outlet (24) of the first valve into the valve unit, the first valve being in a second state in which the first inlet is connected to the second outlet (24) of the first valve; actuating the valve unit by the disconnection instruction received into a third valve unit inlet, wherein the disconnection instruction is an air supply to a UC inlet (12), the UC inlet (12) being configured to be connected to a disconnection pipe of the rail vehicle, wherein actuating the valve unit includes switching the second valve to a second state, the second state being a position where a second valve unit inlet is connected to the first valve unit outlet, wherein the second valve unit inlet is connected to the second outlet (24) of the first valve, and wherein the first valve unit outlet is connected to the disconnection inlet (61) of the electrical coupler control device (6) for disconnecting the electrical coupler; providing a delayed disconnection of the mechanical coupler (M) by supplying air to the third valve unit inlet and supplying it to the mechanical coupler (M) after a predetermined delay time Wherein, actuating the valve unit by receiving the disconnection instruction and providing a delayed disconnection of the mechanical coupler occur before the disconnection of the mechanical coupler.

8. The method according to any one of claims 1 to 4, wherein, The disconnection control inlet is the third valve unit inlet.

9. The method according to claim 8, wherein, The disconnection instruction is an air supply to the UC inlet (12), the UC inlet (12) being configured to be connected to a disconnection pipe of the rail vehicle, and wherein the method further includes: providing a delayed disconnection of the mechanical coupler (M) by supplying the air supply from the UC inlet (12) to the second valve unit inlet to a manual actuating device (51) for the mechanical coupler (M) after a predetermined delay time.

10. The method according to claim 9, wherein, The predetermined delay time is the time until the electrical coupler (E) is in the retracted position.

11. A pneumatic coupler control system for controlling the disconnection of a coupler of a rail vehicle, the coupler having a mechanical coupler and an electrical coupler, the pneumatic coupler control system comprising: A mechanical coupler disconnection device (5) for disconnecting the mechanical coupler. A first valve, the first valve including a first inlet connected to the MRP inlet (11), the MRP inlet (11) being configured to be connected to a main storage pipe of the rail vehicle for receiving pressurized air, the first valve further including a first outlet (23, 203) and further including a trigger (25, 205) for switching the first valve to a first state, wherein the first state is a position where the first inlet is connected to the first outlet (23, 203), and wherein the mechanical coupler disconnection device (5) is further configured to actuate the trigger (25, 205) in response to a disconnection instruction. A valve unit, the valve unit including a first valve unit inlet operatively connected to the first outlet (23, 203) of the first valve, wherein the valve unit includes a first trigger (T1, 425) connected to the first valve unit inlet for actuating the valve unit to switch a second valve of the valve unit to a first state, wherein the first state is a state where a disconnection control inlet (A) is connected to a first valve unit outlet, the disconnection control inlet (A) being an inlet for an air supply from the MRP inlet (11). An electrical coupler control device (6) configured to extend the electrical coupler for connection and retract the electrical coupler for disconnection, wherein the electrical coupler control device (6) includes a disconnection inlet (61) connected to the first valve unit outlet, and the electrical coupler control device (6) is further configured to disconnect the electrical coupler in response to receiving pressurized air at the disconnection inlet (61).

12. The pneumatic coupler control system according to claim 11, further comprising an air shut-off device (8) configured to prevent the supply of pressurized air to the disconnection control inlet (A).

13. The pneumatic coupler control system according to claim 11, wherein, The mechanical coupler disconnecting device (5) is configured to actuate the trigger (25, 205) of the first valve in association with the disconnection of the mechanical coupler (M).

14. The pneumatic coupler control system according to claim 11, further comprising manual actuation means (51) for actuating the mechanical coupler disconnecting device (5).

15. The pneumatic coupler control system according to any one of claims 11 to 14, wherein, The disconnect control inlet (A) is the first valve unit inlet.

16. The pneumatic coupler control system according to claim 15, wherein, The first valve is a two-position five-way mechanical control valve.

17. The pneumatic coupler control system according to claim 15, wherein The first valve includes a second outlet (24), wherein the first inlet is connected to the second outlet (24) in the second state of the first valve, and the second outlet (24) is also connected to the second valve unit inlet, The valve unit includes a third valve unit inlet connected to the UC inlet (12), the UC inlet (12) being configured to be connected to a disconnect pipe of a rail vehicle for receiving pressurized air, and The valve unit includes a second trigger (T2) connected to the third valve unit inlet to switch the second valve to a second state, the second state being a state in which the second valve unit inlet is connected to the first valve unit outlet, The valve unit further includes a delay device having an inlet (93) connected to the third valve unit inlet and further including an outlet (95) connected to the mechanical coupler disconnecting device (5) for disconnecting the mechanical coupler, the delay device being configured to connect the inlet (93) to the outlet (95) with a predetermined delay.

18. The pneumatic coupler control system according to claim 17, wherein, The delay device includes an air reservoir and / or a flow regulating valve.

19. The pneumatic coupler control system according to any one of claims 11 to 14, wherein, The disconnect control inlet (A) is the third valve unit inlet.

20. The pneumatic coupler control system according to claim 19, wherein, The valve unit further includes a delay device having a delay device inlet (901) connected to the second valve unit inlet and further including a delay device outlet (902) connected to the mechanical coupler disconnecting device (5) for disconnecting the mechanical coupler, the delay device being configured to connect the delay device inlet (901) to the delay device outlet (902) with a predetermined delay, the connection of the delay device inlet (901) to the delay device outlet (902) being triggered by the electrical coupler (E) reaching the retracted position.

21. A coupler for a railway vehicle, the coupler comprising the pneumatic coupler control system according to any one of claims 11-20.

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