COUPLING HEAD FOR A RAIL VEHICLE COUPLING

Description

[0001] The invention relates to a coupling head for a coupling of a rail vehicle according to the preamble of claim 1.

[0002] In publication EP 4 180 299 A, a coupling head is provided with a housing forming a butt surface at the front, an air coupling, and at least one air line, which serves in particular as the main air line for the brake system and / or as the main reservoir air line. This air coupling is provided with a flow opening extending to the butt surface, a valve element with a plunger and a movable adjusting element that opens and closes the air line. When closing, the plunger can be pressed against a stop by the adjusting element; when opening, it can be moved back, thus opening the air line leading transversely into the flow opening. This design of the air line ensures a sufficient flow velocity of the air when closing or opening.Opening of the valve can be achieved, but due to the right-angled deflection of the air line at the valve element, a certain pressure loss occurs in each coupling head of a train composition.

[0003] The invention is based on the objective of improving a generic coupling head in such a way that a lower flow resistance in the air line of the air coupling is achieved with minimal design effort when compressed air flows through it at a given operating pressure in the coupled state, and this should advantageously also be guaranteed with larger inner diameters of the air line exceeding 30 mm. Furthermore, the safety of the air coupling should be improved in the event of a component failure in the coupling head, and contamination in the air line should be largely prevented.

[0004] This problem is solved according to the invention by the features of claim 1.

[0005] According to the invention, the air line leading transversely to the impact surface on or in the clutch housing is formed without kinks or right-angle bends up to the rear of the clutch housing, with at least one approximately straight line section and / or slightly curved line sections.

[0006] The air line runs very advantageously in the x and y directions with at least one approximately straight and / or curved line sections, while in the z direction it is guided approximately in a plane until it exits the clutch housing at the rear.

[0007] With this inventive design and arrangement of the air line and air coupling, lower pressure drops are achieved, especially in the sum of multiple couplings connected in series on train vehicles, at a given operating pressure of the main air line. This enables faster braking action, even on the rear vehicles, which are supplied with compressed air at the end of the train.

[0008] The air coupling preferably comprises a plunger projecting into the air line and an adjusting element designed as an eccentric. The invention provides that the air line, on the side opposite this eccentric, is arranged to run alongside it at a small distance from the eccentric's axis of rotation. This allows the air line to have minimal curvature from the coupling surface to the rear flange, resulting in extremely low pressure loss from the front to the rearmost cars of a train.

[0009] The air coupling is advantageously equipped with a locking device which, in the event of a defect in one of the coupling heads, where their contact surfaces separate while the train is moving, prevents the air line from closing and thus the brakes from being blocked.

[0010] Advantageously, a torque limiting clutch is arranged between the eccentric and the rotary axis connected to it. This clutch allows the rotary connection between the eccentric and the rotary axis to be disengaged in the event of the aforementioned defect if a certain torque acting on the rotary axis is exceeded. This prevents the eccentric from rotating, even when it is blocked by the locking device.

[0011] A further advantage is the integration of a cover in a front section of the air line. This cover closes its inlet opening when the coupling head is uncoupled and can be rotated from the closed to an open position and vice versa by a pivoting unit. This cover can therefore automatically pivot into the appropriate position when coupling and uncoupling the coupling head.

[0012] For this purpose, the front section of the pipe is mounted on the coupling housing so that it can slide perpendicularly to the mating surface. In the uncoupled state, it protrudes towards the mating surface due to a spring mechanism. During coupling, it is pushed back by the other coupling head until its sealing element, with its inlet opening, is flush with the mating surface and in tight contact with the front sealing element of the other coupling head. This retraction automatically rotates the cover into the open position of the air line via the pivoting unit. Conversely, during uncoupling, the pipe section is moved forward and the cover is brought into the closed position.

[0013] The invention and further advantages thereof are explained in more detail below with reference to exemplary embodiments and the drawing. It shows: Fig. 1 a top view of a coupling head with an air coupling partially shown in section with the air line according to the invention; Fig. 2 a side view of the coupling head and the air coupling according to Fig. 1 ; Fig. 3 a partial section of the air coupling with the front line section with the cover in the closed position and the associated swivel unit according to Fig. 1 ; Fig. 4 the partial section of the air coupling according to Fig. 3 with the cover in the open position; Fig. 5 a partially enlarged side view of a locking device with a locking element and an eccentric of the air coupling. Fig. 1 in perspective view; and Fig. 6 a schematic top view of a coupling head with an air coupling shown in section with the air line according to the invention.

[0014] Fig. 1 and Fig. 2Figure 1 shows a coupling head 10 of a coupling for a rail vehicle, which may be a freight or passenger car, a locomotive, or other wagon. Not all details of the coupling head 10 are described below. It has a coupling housing 15 with a frontally forming a contact surface 11 for a flat bearing surface of a matching contact surface of a coupling head from another rail vehicle, which is not illustrated. Such a coupling head is identical to the coupling head 10 shown, but is mounted laterally reversed by 180° horizontally on a coupling device of the vehicle to be coupled, allowing them to be coupled in alignment with each other. Preferably, a known guide element 18 is arranged projecting from the contact surface 11 for pre-centering with the coupling head to be connected.A connecting pipe 16 is arranged on the rear side of the coupling housing 15, which can be attached, for example, to a vehicle body. Instead of a connecting pipe 16, a connecting flange, a screw thread, or a permanent fixed connection with a coupling element, for example on a freight wagon, could also be provided.

[0015] The coupling housing 15 can be manufactured in one piece or in multiple parts and is tapered or otherwise shaped from the mating surface 11 towards the rear. It incorporates a locking and unlocking mechanism, of which only a flange 12 projecting towards the mating surface 11 with a projection 13 as a centering aid during coupling and a latch 14 are partially illustrated. In addition, next to this flange 12, a recess (not shown) is provided for receiving a flange of the coupling head to be coupled, a flange of which, with the latch, can be inserted into this recess for locking. Furthermore, a lever 17 is arranged below the coupling housing 15 to manually unlock the locking and unlocking mechanism.

[0016] An air coupling 20 is provided with a housing 21, an air line 25 leading from the contact surface 11 to the rear of the coupling housing 15, and a valve element 30 for opening and closing this air line. This air coupling 20 is preferably mounted on the top of the coupling housing 15, as shown. However, it could also be arranged on the side or underside of the same and optionally be integrated into the coupling housing.

[0017] A line 19, which can be attached to a flange 19' and leads away from the rear of the coupling housing, is connected to the air line 25. This line is intended, for example, for connection to the main reservoir air line. The valve element 30 is also located at the rear of the coupling housing 15. It has a plunger 31 and a movable adjusting element that closes or opens the air line 25.

[0018] According to the invention, the air line 25 leading transversely to the impact surface 11 on the clutch housing 15 to the rear 15' of the clutch housing 15 is formed without right-angled curvature with a slightly curved line section 26, 28 at the beginning and end and an approximately straight line section 27 in between.

[0019] This results in less pressure drop in the main air line or the main reservoir air line for the compressed air flowing through the coupled couplings, enabling faster and more effective braking maneuvers. Furthermore, the required compressed air penetration velocity of 250 m / s can be guaranteed. It is advantageous for the air line, both at the air coupling in the line sections and the rest of the line 19, to be dimensioned with an inner diameter greater than 30 mm, for example, 32 mm.

[0020] The adjusting means that moves the tappet 31 of the valve assembly 30 is designed as an eccentric 33 with a pivot axis 35 having a swivel range from the closed to the open position of the tappet 31. The pivot axis 35 extends into the interior of the coupling housing 15 and can be rotated by an electric or hydraulic drive of the adjusting means (not shown in detail therein). This could also be accomplished by a manually operated lever, as described in the aforementioned publication EP 4 180 299 A. In principle, the lever 17 could also be designed for this purpose.

[0021] The air coupling 30 is located approximately in the center above the coupling housing 15, and the adjusting means and the plunger 31 within it are arranged one behind the other, with the eccentric 33 extending approximately parallel to the contact surface 11 when the valve element 30 is open. The air line 25 runs from the contact surface 11, with an inlet opening 22 next to the axis of rotation 35, at a short distance from it on the side opposite the eccentric 33 and consequently alongside the plunger 31 to an outlet 29 at the rear.

[0022] On the rear side, the air duct 25 is formed by a valve chamber 28' of the valve element 30, through which the plunger 31 projects in the closed position, where it can be pressed against a stop 34 surrounding the air duct 25 at the flange 19' at the end of the valve chamber 28'. Conversely, when opening, this plunger 31 can be moved out of the valve chamber, thus opening the air duct that opens transversely into the valve chamber 28' and the air duct leading away in the adjustment direction L of the plunger 31. The plunger 31 is thereby moved back by a spring element 32 to such an extent that the air duct 25 in the valve chamber 28' is fully open without any reduction in cross-section. The eccentric 33 is in contact with the rear end face 31' of the plunger 31 and can be rotated by a certain angle, for example 60° to 75°, whereby the spring element 32 always presses the plunger 31 against the eccentric in every position.

[0023] The adjustment direction L of the plunger 31 and the outlet 29 of the air line 25, which runs coaxially to it, are V-shaped for the longitudinal extension of the end section of the line 28 at the opening into the valve chamber.

[0024] Thus, the air line 25 is curved from the inlet opening 22, which runs perpendicularly or transversely to the impact surface 11 on the clutch housing 15, through the slightly curved line section 26 and is approximately straight next to the axis of rotation 35 through this line section 27 and consequently is again slightly curved at the rear line section 28 through the valve chamber 28' to the outlet 29.

[0025] The front section 26 of the air line 25 is provided with a sealing element 26' located at the impact surface 11 with the inlet opening 22, wherein in the coupled state this sealing element 26' is pressed tightly against one of the coupled coupling head.

[0026] According to the invention, the line section 26 is preferably adjustable within the air coupling 20, with its position limited perpendicular to the impact surface 11. Advantageously, it is guided at the front in the front wall 11' of the coupling housing 15, which forms the impact surface 11, and at the rear at the connection point 24 with the line section 27. At the connection point 24, the line section 26 is inserted into the subsequent line section 27 in a sealing manner and can be moved axially within it. Conversely, the rear line section could also be inserted into the front line section. In the uncoupled state, the line section 26 is pressed forward towards the impact surface 11 by a spring, while during coupling it is moved back, with its sealing element 26' being flush with the impact surface and in close contact with the corresponding front sealing element of the other coupling head.

[0027] As from Fig. 3 and Fig. 4As can be seen, a cover 40 is integrated into this front section of the line 26, which closes the inlet opening 22 when the coupling head 15 is uncoupled and can be rotatably actuated from the closed to an open position 40' and vice versa by means of a pivoting unit 36. According to Fig. 4 The cover 40 is mounted by the pivoting unit 36 ​​about an axis 44 such that it can pivot in the pipe section 26 from the closed position in the inlet opening 22 into a pipe section 23 branching off from the air pipe 25 into the open position 40', in which it is positioned outside the air pipe 25 without constricting it. This pipe section 23, closed at the end, is provided with a rounded bend branching off from the pipe section 26, so that the cover 40 is guided therein with approximately no play all the way to the open position 40'.

[0028] The invention is further characterized in that the inwardly and outwardly displaceable pipe section 26 automatically causes the cover 40 to open during coupling and to close during uncoupling by triggering the actuation of the pivoting unit 36 ​​and thus rotating the cover 40. The pivoting unit 36 ​​comprises a bearing element 37 fixedly arranged on the coupling housing 15, a guide sleeve 39 associated with the pipe section 26 and mounted on the latter, a lifting rod 41, and a pivoting lever 42 pivotally mounted on the rod and in the pipe section 26, with the cover 40 being attached to or articulated to the two-armed pivoting lever 42. A spring element 38 is also fitted onto the bearing element 37, which exerts a compressive force on the lifting rod 41 and on the pipe section 26 in the closing direction.

[0029] In the closed position according to Fig. 3is this articulated lever 42 and the cover 40 transverse to the lifting rod 41 which is adjustable in its longitudinal direction, whereas in the open position 40' according to Fig. 4 The articulated lever 42 and the cover 40 are aligned approximately parallel to the lifting rod 41. The lifting rod 41 is articulated at one end to the fixed bearing element 37 and at the other end via the axis 43 to the articulated lever 42, the latter being pivotably mounted in the line section 26 by a separate axis 44.

[0030] When the cover 40 is opened, the line section 26 is pressed inwards by the coupling head to be coupled in the coupling housing 15, while the push rod 41 is pressed against the impact surface 11 by the spring element 38. This causes the cover 40 and the pivot lever 42 holding it to pivot about the axis 43 on the push rod 41 and rotate it into the open position. Conversely, when uncoupling, the line section 26 is released from the other coupling head and pushed outwards by the spring element in the coupling housing. Accordingly, the cover 40, together with the pivot lever 42 holding it, is pivoted back about the fixed axis 43 on the immovable push rod 41 and rotated into the closed position.

[0031] The lid 40 can be equipped with an adjustable closing element that can open outwards like a check valve, although this is not shown in detail. This can be achieved with a flexible sealing lip in the lid, which has a through-hole. This sealing lip closes the through-hole but is spring-loaded and flexible outwards, allowing air to escape from the air line.

[0032] According to Fig. 5 The air coupling 20 is also advantageously provided with a locking device 50, which is designed in such a way that, in the event of a defect in one of the coupled coupling heads 10 in the coupled state, in which their mating surfaces separate from each other, it prevents the air coupling 30 from closing and thus the brakes from being blocked.

[0033] This locking device 50 has a locking element 45 which is mounted in the air coupling 20 so as to be displaceable from one side to the other, which in the uncoupled state of the coupling head 10 projects with one end towards the impact surface 11 and with the other end is in operative contact with the adjusting means of the tappet 31 of the valve element 30 by means of at least one locking member 47 and can thereby cause this adjusting means to be locked or unlocked.

[0034] The locking element 45, which is mounted to be displaceable back and forth along its longitudinal axis, is pressed outwards towards the impact surface 11 by means of a spring element 46. In this position, the locking member 47 abuts a stop surface 49 on the eccentric 33, acting as an adjustment means. In the coupled position, where the locking element 45 is retracted into the interior of the front wall 11' of the coupling housing, which forms the impact surface 11, the eccentric 33 is pivotable and the valve element 30 can close. The locking element 45 extends tangentially to the eccentric 33 above it, acting as an adjustment means, and has a rounded transverse groove 48 that is guided in a corresponding circular guide rail 51 on the upper surface of the eccentric 33. In the event of a defect with the air coupling 30 open, the guide rail 51 of the eccentric 33 lies outside this transverse groove 48 as illustrated.The locking element 45 with its locking member 47 strikes the stop surface 49 formed on the front side of the guide rail 51 at the eccentric.

[0035] During normal operation, the adjusting mechanism is controlled such that it pivots before the mating surfaces 11 of the coupling heads 10 separate from each other. This prevents compressed air from escaping from the inlet opening 22 during this separation.

[0036] Furthermore, a torque limiting coupling (not shown in detail) can be integrated between the eccentric 33 and the rotary axis 35 to which it is connected, by which this rotary connection between the eccentric 33 and the rotary axis 35 can be disengaged if a certain torque acting on the rotary axis 35 is exceeded. This can serve as a safety measure in the event of a defective coupling head, so that the eccentric is not rotated when excessive torque acts on the rotary axis 35.

[0037] The air coupling 30 with the line sections 26, 27, 28 of the air line 25 is designed as a unit that can be mounted or dismounted independently of the coupling housing 15 of the coupling head 10, preferably being attached to the coupling housing by means of non-removable fastening means, such as rivets, cotter pins or similar, but not by unsecured screw connections, so that it does not come loose due to vibrations and impacts.

[0038] Fig. 6 shows a schematic diagram of an air coupling according to the invention on a coupling housing 15 of a coupling head, of which only the differences compared to the embodiment according to Figs. 1 to 4 explained, and accordingly the same reference symbols are used for the same components.

[0039] The air coupling 20 is provided with this air line 55 leading from the impact surface 11 to the rear 15' of the coupling housing 15 and a valve element 30 opening or closing this air line.

[0040] According to the invention, the air duct 55, which extends transversely to the contact surface 11 on the clutch housing 15, is formed without right-angle bends up to the rear of the clutch housing 15, with a slightly curved duct section 56, 58 at each end and an approximately straight duct section 27 in between. The radii R1, R2 of the slightly curved duct sections 56, 58 on their inner sides are advantageously several times the outer radius of the air duct 55, for example, three to five times.

[0041] The air duct 55 runs from the impact surface 11 with the inlet opening 22 next to the axis of rotation 35 at a small distance a from it on the opposite side of the eccentric 33 and consequently alongside the plunger 31 to an outlet 29 at the rear. This distance a can be a few millimeters. The adjustment direction L of the plunger 31 and the outlet 29 of the air duct 55, which runs coaxially to it, are V-shaped at the point where the end section of the duct 58 enters the valve chamber.

[0042] These pipe sections 56, 57 are also adjustable within the air coupling 20, their position limited perpendicular to the impact surface 11. At the front, they are adjustable within the front wall of the coupling housing 15, which forms the impact surface 11, and at the rear, at the connection point 54, within pipe section 58. At the connection point 54, pipe section 57 is inserted into the subsequent pipe section 58 in a sealing manner and can be moved axially within it. In the uncoupled state, pipe sections 26, 27 are positioned projecting towards the impact surface 11 by means of a spring 59, while they are retracted during coupling.

[0043] The pivoting unit for the cover 40 is not illustrated in detail, but it can consist of a lifting rod with one end held by the fixed bearing element 37 and with the other end pivotally connected via an axle to the articulated lever 42, the latter being pivotably mounted in the pipe section 56 by a separate axle. The articulated lever 42, and thus the cover 40, could also be pivoted solely by this indicated spring element when the pipe section 56 is moved.

[0044] A locking device is provided with a locking element 65 which is mounted in the air coupling 20 so as to be displaceable back and forth, which in the uncoupled state of the coupling head protrudes with one end towards the impact surface 11 and with the other end is in operative contact with the adjusting means of the plunger 31 of the valve element 30 by means of at least one locking member 67 and can thereby cause this adjusting means to be locked or unlocked.

[0045] The locking element 65, which is mounted to be displaceable back and forth along its longitudinal axis, is pressed outwards towards the impact surface 11 by means of a spring element 66. In this position, the locking member 67, connected to the locking element 65, is engaged in a corresponding recess in the eccentric 33. The locking element 45 runs tangentially to the eccentric 33 and serves as an adjustment means. In the coupled position, however, where the locking element 65 is retracted into the interior of the front wall of the coupling housing forming the impact surface 11, the eccentric 33 is released and can close the valve element 30.

[0046] Furthermore, a torque limiting clutch 61 is integrated between the eccentric 33 and the rotary axis 35 to which it is connected. This rotary connection of the eccentric 33 with the rotary axis 35 can be disengaged if a certain torque acting on the rotary axis 35 is exceeded, at which point the locking device locks the eccentric 33.

[0047] The invention is sufficiently demonstrated by the above embodiments. However, it could be further explained by other variations. For example, the air coupling could be structurally equipped with different means and, as mentioned, be arranged on the underside or laterally at the coupling housing or integrated therein.

[0048] In the aforementioned publication EP 4 180 299 A, the air duct is diverted practically at right angles into the flow opening, and thus there is almost no bend or radius of the duct, in comparison to the air duct according to the invention, in which this air duct is formed from large bending radii.

[0049] The line 19 leading away from the rear of the clutch housing is indeed bent at a right angle, but the bending radius is chosen to be so large that the flow resistance of the compressed air flowing through it is only negligible.

[0050] In principle, the front section of the pipe 26 could also be designed without this adjustability perpendicular to the impact surface and this connection point 24. The locking device or the cover could also be omitted in a simpler design. Accordingly, this swivel unit and this pipe section could be eliminated.

[0051] The pipe sections could also run straight and / or slightly curved in the z-direction.

Claims

1. Coupling head for a coupling of a rail vehicle, which is provided with a coupling housing (15) forming an abutting surface (11) at the front, at least one air coupling (20) with an air line (25, 55) leading from the abutting surface (11) to the rear (15') of the coupling housing (15) and a valve member (30) opening and closing the latter, wherein this valve member (30) is arranged at the rear of the coupling housing (15) and has a pusher (31) and an adjusting means which can be moved by the latter, which means closes or opens the air line (25), characterised in that the air line (25, 55) leading transverse to the abutting surface (11) at or in the coupling housing (15) as far as the rear (15') of the coupling housing (15) without rectangular curvature is formed with at least one straight or approximately straight line section (27, 57) and / or slightly curved line sections (26, 28, 56, 58).

2. Coupling head according to claim 1, characterised in that the adjusting means moving the pusher (31) is designed as an eccentric (33) with an axis of rotation (35) with a pivot region from the closed to the open position of the pusher (31), wherein the air line (25) is arranged on the side facing away from this eccentric (33) adjacent to the axis of rotation (35) running past same at a short distance (a).

3. Coupling head according to claim 1 or 2, characterised in that the air line (25, 55) is formed, in in x- and y-direction, with the at least one approximately straight and / or the curved line sections (26, 27, 28, 56, 57, 58), by these line sections running approximately in a plane to the rear guiding away from the coupling housing (15) in z-direction.

4. Coupling head according to one of claims 1 to 3, characterised in that the adjusting direction (L) of the pusher (31) and an outlet (29) of the air line (25, 55) running coaxially thereto is designed V-shaped for longitudinal extension of the line section (28, 58).

5. Coupling head according to one of claims 1 to 4, characterised in that the air line (25, 55) is formed on the rear by a valve chamber (28') of the valve member (30) in which the pusher (31) can be moved to open and close the air line (25, 55), which pusher can be pressed against a stop (34) surrounding the air line (25, 55) at the end of the valve chamber (28'), meanwhile, during opening, this pusher (31) can be moved backwards into the valve chamber (28') and thus the air line (25, 55) opening transversely into the valve chamber (28') and leading away in adjustment direction (L) of the pusher (31) is opened without constriction.

6. Coupling head according to one of claims 1 to 5, characterised in that the air coupling (20) is provided with a locking device (50) which is designed such that, when there is a failure in one of the coupled coupling heads (10), in which the abutting surfaces (11) are loosened from one another, the air coupling (20) is prevented from being closed, and thus the brakes are prevented from becoming blocked.

7. Coupling head according to claim 6, characterised in that the locking device (50) has a locking element (45, 65) housed capable of being pushed in and out of the air coupling (20), which element projects outwards, in the uncoupled state of the coupling head (10) with the one end, to the abutting surface (11) and, with the other end, is in active connection with the adjusting means of the pusher (31) of the valve member (30) by at least one locking member (47, 67) and in so doing causes a locking or unlocking of this adjusting means.

8. Coupling head according to claim 7, characterised in that the locking element (45, 65) housing capable of being pushed in and out on its longitudinal axis is pressed, by means of a spring member (46, 66) projecting outwards, to the abutting surface (11), wherein in this position the locking member (47, 67) projects with a stop surface (49) at the eccentric (33) as adjusting means, whereas in the position when the locking element (45, 65) is pushed backwards inside the front wall (11') of the coupling housing (15) forming the abutting surface (11), the adjusting means can be pivoted and the valve member (30) can close, wherein, when uncoupling in normal operation, the adjusting means is controlled such that it is pivoted before the abutting surfaces (11) of the coupling heads are loosened from one another.

9. Coupling head according to one of claims 6 to 8, characterised in that the locking element (45) runs above the eccentric (33) as adjusting means tangentially to same, and has a rounded transverse groove (48) which is guided in a corresponding circular guide rail (51) on the top of the eccentric (33) and, when however the air coupling (20) is open, the guide rail (51) lies outside this transverse groove (48) and the locking element (45) stops, in locking manner, with its locking member (47) at the stop surface (49) formed at the end on the guide rail (51) at the eccentric (33).

10. Coupling head according to one of claims 3 to 9, where this is dependent on claim 2, characterised in that a torque limiting coupling is arranged between the eccentric (33) and the axis of rotation (35) rotationally connected to same, by which this rotational connection can be uncoupled when a specific torque acting on the axis of rotation (35) is exceeded.

11. Coupling head according to one of claims 1 to 10, characterised in that the air line (25, 55) has a front line section (26, 56) with a sealing element (26') located at the abutting surface (11) with an inlet opening (22), which inlet opening is pressed tightly on a sealing element of the coupled coupling head in the coupled state, wherein this line section (26, 56) is displaceably housed perpendicular to the abutting surface (11) restricted to the coupling housing (15) and, in the uncoupled state, protrudes to the abutting surface (11) by a spring means (59), whereas it is pushed backwards during coupling as far as its sealing element (26') with the inlet opening (22) flush to the abutting surface (11) and is in close contact with the front sealing element of the other coupling head.

12. Coupling head according to claim 11, characterised in that a cover (40) closing the inlet opening (22) in the uncoupled state of the coupling head (10) is integrated in this front line section (26), which cover can be actuated by a pivoting unit (36) rotatably from the closed position to the open position and vice versa.

13. Coupling head according to claim 12, characterised in that the cover (40) at the pivot unit (36) is housed such that, in the line section (26), it can be pivoted from the closed position in a line piece (23) branching off from the air line (25, 55) into the open position at which it is positioned outside the air line without constricting same.

14. Coupling head according to one of claims 1 to 13, characterised in that the air coupling (20) is formed, with the line sections of the air line (25, 55), as a mountable or demountable unit independently of the housing of the coupling head.

15. Coupling head according to claim 14, characterised in that the air coupling (20) with the air line (25, 55) is fastened to the coupling housing (15) by fastening means which do not loosen due to vibrations and being struck, such as by rivets, splinters or the like.