Coupling arrangement and track-guided vehicle

Abstract

The invention relates to a coupling arrangement 10, in particular of a rail vehicle for passenger transport, comprising a central buffer coupling 100, a coupling jaw 200 surrounding the central buffer coupling 100 with a connection contour 210, and a flexible aerodynamic element 300 for aerodynamically closing the coupling jaw 200 relative to the central buffer coupling 100. The flexible aerodynamic element 300 is movably arranged relative to the central buffer coupling (100) and / or relative to the connection contour (210) of the coupling jaw (200).

Description

[0001] The invention relates to a coupling arrangement, in particular of a track-guided vehicle for passenger transport, comprising a central buffer coupling, a coupling jaw surrounding the central buffer coupling with a connection contour and a flexible aerodynamic element for aerodynamically closing the coupling jaw relative to the central buffer coupling.

[0002] Furthermore, the invention relates to a track-guided vehicle for passenger transport, comprising at least such a coupling arrangement or a coupling arrangement further developed as described below.

[0003] Unlike potential or kinetic energy, the energy used to overcome driving resistance cannot be recovered; it is lost. Since air resistance accounts for the largest share of driving resistance even at moderate speeds, aerodynamic improvements are a key focus for commuter and regional vehicles with typical top speeds of 120 to 200 km / h, especially in times of high energy prices. This is all the more important if, in vehicles with alternative drive systems, not only is energy consumption reduced but the driving range is also increased, or if the necessary energy storage systems (tanks or batteries) can be made smaller.

[0004] Unlike high-speed trains exceeding 200 km / h, closed front flaps are not practical for these vehicles. This means that in the open area framed by the connection contour (i.e., the car body and underride guard), whose size of approximately 1 m² is defined by the movements of the center buffer coupler, the airflow at the front of the train is collected, directed through the existing opening into the underfloor area or onto the first bogie, slowed down, and thus causes significant energy losses.

[0005] Sealing this area around the coupling prevents this effect and directs the entire airflow over or around the vehicle. The resulting reduction in air resistance is comparable to equipping all roof-mounted equipment typically found on common rail vehicles with skirts, ramps, and connecting pieces.

[0006] So far, only solutions are known that achieve a permanently and seamlessly effective aerodynamic sealing against the airflow in all driving states (forward, stationary, and reverse) and all coupling movements (center position, vertical and horizontal deflection). This is always achieved using a highly flexible seal made of a textile-like material, which completely absorbs the relative movement and is therefore firmly bonded to both the coupling and the connection contour.

[0007] Based on this, the invention aims to provide an improved and simplified coupling arrangement with an aerodynamic cover.

[0008] This problem is solved by the coupling arrangement of claim 1. Furthermore, the problem is solved by the track-guided vehicle according to claim 16.

[0009] Advantageous designs and further developments are the subject of the respective sub-claims.

[0010] According to the invention, a coupling arrangement is provided, in particular for a track-guided passenger transport vehicle, comprising a central buffer coupling, a coupling jaw surrounding the central buffer coupling with a connection contour, and a flexible aerodynamic element for aerodynamically closing the coupling jaw relative to the central buffer coupling. The flexible aerodynamic element is movably arranged relative to the central buffer coupling and / or relative to the connection contour of the coupling jaw.

[0011] Furthermore, according to the invention, a track-guided vehicle, preferably a rail vehicle for passenger transport, is provided, comprising at least one such vehicle or a further developed vehicle as described below.

[0012] The coupling arrangement according to the invention provides a simplified solution that can also be implemented in track-guided vehicles with extreme coupling movements.

[0013] This is achieved by ensuring that the flexible aerodynamic element does not cover the entire range of motion of the center buffer coupling through stretching and compression, but rather that the flexible aerodynamic element is movably arranged relative to the center buffer coupling and / or relative to the connection contour of the coupling jaw.

[0014] The solution according to the invention reduces costs and weight. Furthermore, the number of components in the coupling assembly is reduced due to the improved and simplified aerodynamic fairing provided by the flexible aerodynamic element.

[0015] The inventors recognized that it is not necessary to ensure a seal when the coupling is disengaged, as this is primarily relevant only when slowly negotiating tight curves, e.g., in multiple traction, i.e., not at the rear of the track-guided vehicle. Furthermore, perfect sealing at the rear of a track-guided vehicle, preferably a rail vehicle, is hardly relevant to driving resistance and may even be aerodynamically counterproductive.

[0016] When the center buffer coupling is deflected and / or when reversing, it is therefore deliberately accepted that the function of the seal is not guaranteed - when reversing, the dynamic pressure can push the flexible aerodynamic element away from the sealing surface and when cornering, the lack of geometric agreement between the seal and the sealing surface can lead to gapping.

[0017] The inventive design of the coupling arrangement makes it possible to implement the flexible aerodynamic element using materials and designs that are simpler than conventional solutions made of thin-walled textile materials. This promises lower material costs as well as lower maintenance costs, since the new solution is more robust against wear, fatigue, media, weathering, bird strikes, etc.

[0018] The flexible aerodynamic element is not attached to both the connection contour and the center buffer coupling. Therefore, the flexible aerodynamic element is free from at least one of the connection contours and / or the center buffer coupling.

[0019] In the design of the coupling arrangement, it can be provided that the flexible aerodynamic element is fixed on one side either to the central buffer coupling or to the connection contour of the coupling jaw.

[0020] Such a one-sided fixation ensures both sufficient mobility and easy assembly of the flexible aerodynamic element.

[0021] In a further development of the coupling arrangement, it can be provided that the flexible aerodynamic element is fixed to the central buffer coupling and is movably arranged opposite it on the connection contour of the coupling jaw, or that the flexible aerodynamic element is fixed to the connection contour of the coupling jaw and is movably arranged relative to the central buffer coupling, or that the flexible aerodynamic element is movably arranged relative to the connection contour of the coupling jaw and is movably arranged relative to the central buffer coupling.

[0022] This provides different variations of the specific arrangement.

[0023] On the one hand, the one-sided fixation to the center buffer coupling offers the advantage that the flexible aerodynamic element moves together with the center buffer coupling and thus optimally follows the movements of the center buffer coupling. The one-sided fixation to the connection contour of the coupling jaw offers the advantage that the flexible aerodynamic element is not fully moved with every movement of the center buffer coupling, resulting in less wear.

[0024] A movable arrangement relative to the central buffer coupling and the connection contour of the coupling mouth allows the greatest flexibility in the design of the flexible aerodynamic element, since fewer restrictions are imposed by the central buffer coupling and by the connection contour of the coupling mouth.

[0025] In the embodiment of the coupling arrangement, it can be provided that the flexible aerodynamic element has a connection by means of which the flexible aerodynamic element is fixed to the connection contour of the coupling jaw or the center buffer coupling.

[0026] This enables a connection to the central buffer coupling or the connection contour of the coupling jaw.

[0027] In a further development of the coupling arrangement, it can also be provided that the flexible aerodynamic element has at least one first sealing surface and the connection contour of the coupling jaw and / or the central buffer coupling has at least one second sealing surface, wherein the at least one first sealing surface and the at least one second sealing surface are arranged to be movable relative to each other.

[0028] This achieves, on the one hand, a movable arrangement and, on the other hand, a seal through the first sealing surface and the corresponding second sealing surface.

[0029] It may be provided that a wear-resistant and corrosion-resistant material is used for at least one second sealing surface. Preferably, this is a metal such as stainless steel or aluminum. A plastic version is also possible.

[0030] At least one second sealing surface is smooth and has low curvature in order to force a targeted deformation of the flexible seal, e.g. in the case of clutch play.

[0031] In an embodiment of the coupling arrangement, it can be provided that the coupling arrangement can be arranged at least in a first position, preferably a coupling center position, and in a second position, preferably a maximum deflection position.

[0032] This makes it possible to arrange the coupling assembly in different positions, in each of which the arrangement of the flexible aerodynamic element differs.

[0033] In a further development of the coupling arrangement, it can be provided that the at least one first sealing surface is arranged closer to the opening of the coupling jaw in the longitudinal direction of the coupling arrangement than the at least one second sealing surface.

[0034] This ensures that the first sealing surface and the second of the flexible aerodynamic element can provide a seal against air flowing from the opening into the coupling mouth.

[0035] In the design of the coupling arrangement, it can be provided that the aerodynamic element is designed as an umbrella-style check valve.

[0036] This specifies a concrete design that has proven to be low-wear and low-maintenance in practice.

[0037] In a further development of the coupling arrangement, it can be provided that in the first position the at least one first sealing surface and the at least one second sealing surface lie on top of each other in such a way that an airflow directed into the coupling mouth cannot pass through the flexible aerodynamic element.

[0038] This ensures that in the first position, any flow entering the opening of the coupling jaw is blocked.

[0039] In the embodiment of the coupling arrangement, it can be provided that in the first position the at least one first sealing surface and the at least one second sealing surface are arranged in such a way that an airflow directed out of the coupling mouth can pass through the flexible aerodynamic element.

[0040] This allows airflow to exit the coupling jaw in the first position. This can be very advantageous, for example, when the track-guided vehicle is reversing, as it reduces backflow in the area of ​​the coupling assembly.

[0041] In a further development of the coupling arrangement, it can be provided that in the second position, which is preferably a maximum deflection position, the at least one first sealing surface and the at least one second sealing surface are spaced apart from each other in such a way that an airflow directed out of the coupling mouth can pass through the flexible aerodynamic element, and that an airflow directed into the coupling mouth can pass through the aerodynamic element.

[0042] This ensures that in the second position a flow can pass into the opening of the coupling mouth and out of the coupling mouth, thus reducing backflow in the area of ​​the coupling assembly.

[0043] In an embodiment of the coupling arrangement, it can be provided that the flexible aerodynamic element is dimensioned such that in the first position, preferably in the coupling center position, the at least one first sealing surface of the flexible aerodynamic element rests on the at least one second sealing surface, and in the first position, which preferably corresponds to a maximum deflection position of the center buffer coupling, a gap is formed between the at least one first sealing surface of the flexible aerodynamic element and the at least one second sealing surface.

[0044] This ensures that in the first position the coupling arrangement is closed by the flexible aerodynamic element, and in the second position air can pass through the gap in both directions.

[0045] In a further development of the coupling arrangement, it can be provided that the flexible aerodynamic element comprises a plastic, in particular an elastomer and / or a textile material.

[0046] Furthermore, it may be provided that the flexible aerodynamic element comprises an elastomer or a heavy textile as a material, which is stiff enough not to flutter or deform impermissibly, but soft enough to be reliably brought into contact by the dynamic pressure.

[0047] In the design of the coupling arrangement, it can be provided that the flexible aerodynamic element has a reinforcing element that increases the bending stiffness.

[0048] This gives the flexible aerodynamic element additional shape stability.

[0049] In a further development of the coupling arrangement, it can be provided that the flexible aerodynamic element comprises several overlapping elements.

[0050] This makes it possible to realize even complex geometries.

[0051] It may be provided that ropes and / or springs are designed to hold the flexible aerodynamic element in the desired position.

[0052] In one embodiment, the flexible aerodynamic element can be designed such that, preferably in the second position, it can be arranged in such a way that a gap is formed between the flexible aerodynamic element and the connection contour and / or between the flexible aerodynamic element and the central buffer coupling. It can be provided that the flexible aerodynamic element is movable by the resulting aerodynamic ram pressure to form this gap.

[0053] Furthermore, it may be provided that a sealing effect between the at least one first sealing surface and the at least one second sealing surface can be increased or decreased by mechanical preload of the flexible aerodynamic element and / or by other physical effects such as magnetism.

[0054] The track-guided vehicle is, for example, a rail vehicle or a magnetic levitation train, preferably for passenger transport.

[0055] All configurations of the coupling arrangement apply equally to the track-guided vehicle.

[0056] The invention will now be explained using an exemplary embodiment with reference to the drawing.

[0057] It shows: Fig. 1 in a schematic sectional view in top view the coupling arrangement according to the invention in a first position according to a first embodiment; Fig. 2 in a schematic sectional view in side view the coupling arrangement according to the invention in the first position according to the first embodiment; Fig. 3 in a schematic sectional view in top view the coupling arrangement according to the invention in a second position according to the first embodiment; Fig. 4in a schematic sectional view in side view the coupling arrangement according to the invention in the second position according to the first embodiment; Fig. 5 in a schematic sectional view in top view the coupling arrangement according to the invention in a first position according to a second embodiment; Fig. 6 in a schematic sectional view in side view the coupling arrangement according to the invention in the first position according to the second embodiment; Fig. 7 in a schematic sectional view in top view the coupling arrangement according to the invention in a second position according to the second embodiment; Fig. 8 in a schematic sectional view in side view the coupling arrangement according to the invention in the second position according to the second embodiment; Fig. 9in a schematic sectional view in top view the coupling arrangement according to the invention in a first position according to a third embodiment; Fig. 10 in a schematic sectional view in side view the coupling arrangement according to the invention in the first position according to the third embodiment; Fig. 11 in a schematic sectional view in top view the coupling arrangement according to the invention in a second position according to the third embodiment; and Fig. 12 in a schematic sectional view in side view the coupling arrangement according to the invention in the second position according to the third embodiment. Fig. 1 shows in a schematic sectional view in top view and Fig. 2 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a first position P 1 according to the first embodiment.

[0058] The first position P 1 is a clutch neutral position.

[0059] The coupling arrangement 10 is in particular the coupling arrangement of a track-guided vehicle, preferably a rail vehicle for passenger transport.

[0060] According to the invention, a track-guided vehicle 1, preferably a rail vehicle for passenger transport, is further provided, comprising at least one coupling arrangement 10.

[0061] The coupling arrangement 10 comprises a central buffer coupling 100 and a coupling jaw 200 surrounding the central buffer coupling 100.

[0062] The coupling jaw 200 forms a cavity in which the central buffer coupling 100 is arranged.

[0063] The coupling jaw 200 has a connection contour 210. The coupling arrangement 10 also has a flexible aerodynamic element 300 for aerodynamically closing the coupling jaw 200 to the central buffer coupling 100.

[0064] The flexible aerodynamic element 300 is movably arranged relative to the connection contour 210 of the coupling jaw 200. In the case of the first embodiment, this means that the flexible aerodynamic element 300 is movable relative to the connection contour 210 of the coupling jaw 200.

[0065] The flexible aerodynamic element 300 is attached on one side. According to the first embodiment, the flexible aerodynamic element 300 is fixed to the central buffer coupling 100.

[0066] According to the first embodiment, the flexible aerodynamic element 300 is fixed to the central buffer coupling 100 and is movably arranged relative to the connection contour 210 of the coupling jaw 200.

[0067] The flexible aerodynamic element 300 has a connection 310. According to the first embodiment, the flexible aerodynamic element 300 is fixed to the central buffer coupling 100 by means of the connection 310.

[0068] The flexible aerodynamic element 300 has at least one first sealing surface 320.

[0069] According to the first embodiment, the connection contour 210 of the coupling jaw 200 has at least one second sealing surface 220.

[0070] The at least one first sealing surface 320 and the at least one second sealing surface 220 are arranged to be movable relative to each other.

[0071] The flexible aerodynamic element 300 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the connection contour 210.

[0072] The at least one first sealing surface 320 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the at least one second sealing surface 220.

[0073] The aerodynamic element 300 is designed as an umbrella-style check valve.

[0074] As from the Fig. 1 As can be seen, in the first position P 1 (clutch center position) the first sealing surface 320 and the second sealing surface 220 are in such a way that an airflow S directed into the clutch mouth 200 cannot pass the aerodynamic element 300.

[0075] Fig. 3 shows in a schematic sectional view in top view and Fig. 4 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a second position P 2 according to the first embodiment.

[0076] The coupling arrangement 10 is in at least a first position P 1 , preferably a coupling center position (cf.

[0077] Figs. 1 and 2 ), and in a second position P 2 , preferably a maximum deflection position (cf. Figs. 3 and 4 ), can be arranged.

[0078] As from the Fig. 3 and the Fig. 4 in conjunction with the Figs. 1 and 2 As can be seen, the flexible aerodynamic element 300 is movably arranged relative to the connection contour 210 of the coupling jaw 200.

[0079] In the case of the first embodiment, the central buffer coupling 100 can be deflected relative to the flexible aerodynamic element 300.

[0080] According to the Figs. 3 and 4The coupling arrangement 10 is arranged in a maximum deflection position as a second position P2, wherein the center buffer coupling 100 is maximally deflected in the maximum deflection position P2. Preferably, the center buffer coupling is maximally deflected in the vertical and transverse directions, as shown in Figs. 3 and 4 shown.

[0081] In the first position P 1 (cf. Figs. 1 and 2 ) the first sealing surface 320 and the second sealing surface 220 are arranged such that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300 (flow not shown in the figures).

[0082] In the second position P 2 (cf. Figs. 3 and 4 ) the first sealing surface 320 and the second sealing surface 220 are spaced apart from each other in such a way that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300.

[0083] Furthermore, in the second position P 2, the first sealing surface 320 and the second sealing surface 220 are spaced apart from each other in such a way that an airflow S directed into the coupling mouth 200 can pass through the aerodynamic element 300.

[0084] The flexible aerodynamic element 300 is dimensioned such that in the first position P 1, which according to Figs. 1 and 2 a coupling center position in which at least one first sealing surface 320 of the flexible aerodynamic element 300 rests on the at least one second sealing surface 220 and in the second position P 2, which is preferably a maximum deflection position of the center buffer coupling 100, a gap is formed between the at least one first sealing surface 320 of the flexible aerodynamic element 300 and the at least one second sealing surface 220.

[0085] The flexible aerodynamic element 300 comprises a plastic material, in particular an elastomer and / or a textile material.

[0086] The flexible aerodynamic element 300 can also have a reinforcing element that increases bending stiffness.

[0087] The flexible aerodynamic element 300 can include several overlapping elements.

[0088] Fig. 5 shows in a schematic sectional view in top view and Fig. 6 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a first position P 1 according to a second embodiment.

[0089] Fig. 7 shows in a schematic sectional view in top view and Fig. 8 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a second position P 2 according to the second embodiment.

[0090] The second embodiment is based on the first embodiment, and only the differences between the second and first embodiments are described below. Additionally, for better understanding, some passages are provided regarding the... Figures 5 to 8 supplemented, which also describe similarities with the first embodiment.

[0091] The flexible aerodynamic element 300 is movably arranged relative to the central buffer coupling 100. In the case of the second embodiment, this means that the central buffer coupling 100 is movable relative to the flexible aerodynamic element 300.

[0092] The flexible aerodynamic element 300 is attached on one side. According to the second embodiment, the flexible aerodynamic element 300 is fixed to the connection contour 210 of the coupling jaw 200.

[0093] According to the second embodiment, the flexible aerodynamic element 300 is fixed to the connection contour 210 of the coupling jaw 200 and is movably arranged relative to the central buffer coupling 100.

[0094] The flexible aerodynamic element 300 has a connection 310. According to the second embodiment, the flexible aerodynamic element 300 is fixed to the connection contour 210 by means of the connection 310.

[0095] The flexible aerodynamic element 300 has at least one first sealing surface 320.

[0096] According to the second embodiment, the central buffer coupling 100 has at least one second sealing surface 120.

[0097] The at least one first sealing surface 320 and the at least one second sealing surface 120 are arranged to be movable relative to each other.

[0098] The flexible aerodynamic element 300 is arranged in the longitudinal direction L of the coupling arrangement 10 further away from the opening 230 of the coupling jaw 200 than the connection contour 210 and is firmly attached to the connection contour 210.

[0099] The flexible aerodynamic element 300 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the second sealing surface 120 of the central buffer coupling 100.

[0100] The at least one first sealing surface 320 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the at least one second sealing surface 120.

[0101] The aerodynamic element 300 is designed as an umbrella-style check valve.

[0102] As from the Fig. 5As can be seen, in the first position P 1 (clutch center position) the first sealing surface 320 and the second sealing surface 220 are in such a way that an airflow S directed into the clutch mouth 200 cannot pass the aerodynamic element 300.

[0103] According to the second embodiment, the coupling arrangement 10 is in at least a first position P 1, preferably the coupling center position (cf. Figs. 5 and 6 ) and in a second position P 2 , preferably a maximum deflection position, (cf. Figs. 7 and 8 ) can be arranged.

[0104] As from the Fig. 7 and the Fig. 8 As can be seen, the flexible aerodynamic element 300 is movably arranged relative to the central buffer coupling 100.

[0105] In the case of the second embodiment, the central buffer coupling 100 can be deflected relative to the flexible aerodynamic element 300.

[0106] According to the Figs. 7 and 8The coupling arrangement 10 is in a second position, preferably a maximum

[0107] The deflection position P2 in which the center buffer coupling 100 is maximally deflected is arranged. Preferably, the center buffer coupling 100 is maximally deflected in both the vertical and transverse directions, as shown in Figs. 7 and 8 shown.

[0108] In the first position P 1, which is preferably a coupling center position, (see Figs. 7 and 8 ) the first sealing surface 320 and the second sealing surface 120 are arranged such that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300 (flow not shown in the figures).

[0109] In the second position P 2, which is preferably a maximum deflection position (see Figs. 7 and 8) the first sealing surface 320 and the second sealing surface 120 are spaced apart from each other in such a way that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300.

[0110] Furthermore, in the second position P 2, which is preferably a maximum deflection position, the first sealing surface 320 and the second sealing surface 120 are spaced apart from each other in such a way that an airflow S directed into the coupling mouth 200 can pass through the aerodynamic element 300.

[0111] The flexible aerodynamic element 300 is also dimensioned according to the second embodiment such that in the first position P 1, which is preferably a coupling center position, at least one first sealing surface 320 of the flexible aerodynamic element 300 rests on the at least one second sealing surface 120, and in the second position P 2, which is preferably a maximum deflection position of the center buffer coupling 100, a gap is formed between the at least one first sealing surface 320 of the flexible aerodynamic element 300 and the at least one second sealing surface 120.

[0112] Fig. 9 shows in a schematic sectional view in top view and Fig. 10 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a first position P 1 according to a third embodiment.

[0113] Fig. 11 shows in a schematic sectional view in top view and Fig. 12 Figure 1 shows in a schematic sectional view in side view the coupling arrangement 10 according to the invention in a second position P 2 according to the third embodiment.

[0114] The third embodiment is based on the first embodiment, and only the differences between the third and first embodiments are described below. Additionally, for better understanding, some passages on the... Figures 9 to 11 supplemented, which also describe similarities with the first embodiment.

[0115] According to the third embodiment, the flexible aerodynamic element 300 is movably arranged relative to the connection contour 210 of the coupling jaw 200 and is movably arranged relative to the central buffer coupling 100.

[0116] In the case of the third embodiment, this means that the central buffer coupling 100 is movable relative to the flexible aerodynamic element 300 and the flexible aerodynamic element 300 is movable relative to the connection contour 210.

[0117] The flexible aerodynamic element 300 has several first sealing surfaces 320.

[0118] According to the third embodiment, the central buffer coupling 100 has at least one second sealing surface 120, 220.

[0119] The at least one first sealing surface 320 and the at least one second sealing surface 120 of the central buffer coupling 100 are arranged to be movable relative to each other.

[0120] According to the third embodiment, the connection contour 210 also has at least one second sealing surface 220.

[0121] The at least one first sealing surface 320 and the at least one second sealing surface 120, 220 are arranged to be movable relative to each other.

[0122] The flexible aerodynamic element 300 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the second sealing surface 120, 220 of the central buffer coupling 100.

[0123] The flexible aerodynamic element 300 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling mouth 200 than the second sealing surface 120, 220 of the connection contour 210.

[0124] The at least one first sealing surface 320 is arranged in the longitudinal direction L of the coupling arrangement 10 closer to the opening 230 of the coupling jaw 200 than the at least one second sealing surface 120, 220.

[0125] The aerodynamic element 300 is designed as an umbrella-style check valve.

[0126] As from the Fig. 9As can be seen, in the first position P 1 (clutch center position) the first sealing surfaces 320 and the second sealing surfaces 120, 220 are positioned against each other in such a way that an airflow S directed into the clutch mouth 200 cannot pass the aerodynamic element 300.

[0127] According to the third embodiment, the coupling arrangement 10 is in at least a first position P 1, preferably the coupling center position (cf. Figs. 9 and 10 ) and in a second position P 2 , preferably a maximum deflection position, (cf. Figs. 11 and 12 ) can be arranged.

[0128] As from the Fig. 11 and the Fig. 12 As can be seen, the flexible aerodynamic element 300 is movably arranged relative to the central buffer coupling 100.

[0129] In the case of the second embodiment, the central buffer coupling 100 can be deflected relative to the flexible aerodynamic element 300.

[0130] According to the Figs. 11 and 12The coupling arrangement 10 is arranged in a second position, preferably a maximum deflection position P2 in which the center buffer coupling 100 is maximally deflected. Preferably, the center buffer coupling 100 is maximally deflected in the vertical and transverse directions, as shown in Figs. 11 and 12 shown.

[0131] In the first position P 1, which is preferably a coupling center position, (see Figs. 9 and 10 ) the first sealing surfaces 320 and the second sealing surfaces 220 are arranged such that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300 (flow not shown in the figures).

[0132] In the second position P 2, which is preferably a maximum deflection position (see Figs. 7 and 8), the first sealing surfaces 320 and the second sealing surfaces 220 are spaced apart from each other in such a way that an airflow S directed out of the coupling mouth 200 can pass through the aerodynamic element 300.

[0133] Furthermore, in the second position P 2, which is preferably a maximum deflection position, the first sealing surfaces 320 and the second sealing surfaces 220 are spaced apart from each other in such a way that an airflow S directed into the coupling mouth 200 can pass through the aerodynamic element 300.

[0134] The flexible aerodynamic element 300 is also dimensioned according to the third embodiment such that in the first position P 1, which is preferably a coupling center position, the first sealing surfaces 320 of the flexible aerodynamic element 300 rest on the second sealing surfaces 120, 220 and in the second position P 2, which is preferably a maximum deflection position of the center buffer coupling 100, a gap is formed between the at least one first sealing surface 320 of the flexible aerodynamic element 300 and the at least one second sealing surface 120, 220.

[0135] It may be provided that ropes and / or springs are designed to hold the flexible aerodynamic element 300 in the desired position.

[0136] The foregoing disclosure applies equally to the coupling arrangement 10 and to the track-guided vehicle for passenger transport, comprising at least one coupling arrangement 10 as described above.

[0137] The track-guided vehicle 1 is preferably a rail vehicle.

[0138] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any way to form further embodiments of the invention. Likewise, all features of dependent claims can be combined individually with any feature of any other claim, either individually or in any combination, to obtain further embodiments.

[0139] Although the invention has been illustrated and described in detail by means of an exemplary embodiment, the invention is not limited by the disclosed examples and other variations can be derived from them by the person skilled in the art without leaving the scope of protection of the invention.

[0140] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included.

Claims

1. Coupling arrangement (10), in particular of a track-guided vehicle for passenger transport, comprising a central buffer coupling (100), a coupling mouth (200) surrounding the central buffer coupling (100) with a connecting contour (210) and a flexible aerodynamic element (300) for aerodynamically closing the coupling mouth (200) relative to the central buffer coupling (100), characterized in that the flexible aerodynamic element (300) is arranged to be movable relative to the central buffer coupling (100) and / or relative to the connecting contour (210) of the coupling mouth (200).

2. Coupling arrangement (10) according to claim 1, characterized in that the flexible aerodynamic element (300) is fixed on one side either to the central buffer coupling (100) or to the connecting contour (210) of the coupling mouth (200).

3. Coupling arrangement (10) according to claim 1 or 2, characterized in thatthe flexible aerodynamic element (300) is fixed to the central buffer coupling (100) and is arranged to be movable relative to the connecting contour (210) of the coupling mouth (200), or the flexible aerodynamic element (300) is fixed to the connecting contour (210) of the coupling mouth (200) and is arranged to be movable relative to the central buffer coupling (100), or the flexible aerodynamic element (300) is arranged to be movable relative to the connecting contour (210) of the coupling mouth (200) and is arranged to be movable relative to the central buffer coupling (100).

4. Coupling arrangement (10) according to one of the preceding claims, characterized in that the flexible aerodynamic element (300) has a connection (310) by means of which the flexible aerodynamic element (300) is arranged fixedly on the connection contour (210) of the coupling mouth (200) or the central buffer coupling (100).

5. Coupling arrangement (10) according to one of the preceding claims, characterized in thatthe flexible aerodynamic element (300) has at least one first sealing surface (320) and the connecting contour (210) of the coupling mouth and / or the central buffer coupling (100) has at least one second sealing surface (120, 220), wherein the at least one first sealing surface (320) and the at least one second sealing surface (120, 220) are arranged to be movable relative to one another.

6. Coupling arrangement (10) according to one of the preceding claims, characterized in that the clutch arrangement (10) can be arranged at least in a first position (P1), preferably a clutch center position, and in a second position (P2).

7. Coupling arrangement (10) according to claim 7 or 8, characterized in that the at least one first sealing surface (320) is arranged closer to the opening (230) of the coupling mouth (200) in the longitudinal direction (L) of the coupling arrangement (10) than the at least one second sealing surface (120, 220).

8. Coupling arrangement (10) according to one of the preceding claims, characterized in that characterized in that the aerodynamic element (300) is designed as an umbrella check valve.

9. Coupling arrangement (10) according to one of claims 7 to 10, characterized in that characterized in that in the first position (P1), the at least one first sealing surface (320) and the at least one second sealing surface (120, 220) rest on one another in such a way that an air flow (S) directed into the coupling mouth (200) cannot pass through the flexible aerodynamic element (300).

10. Coupling arrangement (10) according to claim 8 to 11, characterized in that in the first position (P1) the at least one first sealing surface (320) and the at least one second sealing surface (120, 220) are arranged such that an air flow (S) directed out of the coupling mouth (200) can pass through the flexible aerodynamic element (300).

11. Coupling arrangement (10) according to one of claims 8 to 12, characterized in thatin the clutch center position (P2), the at least one first sealing surface (320) and the at least one second sealing surface (120, 220) are spaced apart from one another such that an air flow (S) directed out of the clutch mouth (200) can pass through the aerodynamic element (300), and that an air flow (S) directed into the clutch mouth (200) can pass through the aerodynamic element (300).

12. Coupling arrangement (10) according to one of claims 8 to 13, characterized in thatthe flexible aerodynamic element (300) is dimensioned such that in the first position (P1), preferably in the coupling center position, the at least one first sealing surface of the flexible aerodynamic element (300) rests on the at least one second sealing surface (120, 220) and in the first position (P1), which preferably corresponds to a maximum deflection position of the center buffer coupling (100), a gap is formed between the at least one first sealing surface of the flexible aerodynamic element (300) and the at least one second sealing surface (120, 220).

13. Coupling arrangement (10) according to one of the preceding claims, characterized in that the flexible aerodynamic element (300) comprises a plastic, in particular an elastomer and / or a textile material, as material.

14. Coupling arrangement (10) according to one of the preceding claims, characterized in that the flexible aerodynamic element (300) has a reinforcing element that increases the flexural rigidity.

15. Coupling arrangement (10) according to one of the preceding claims, characterized in that the flexible aerodynamic element (300) comprises several overlapping elements.

16. A track-guided vehicle (1), preferably a rail vehicle for passenger transport, comprising at least one carriage (10) according to one of claims 1 to 15.

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