Clutch arrangement and method for initiating emergency braking

Abstract

The invention relates to a coupling arrangement for mechanically connecting and establishing a fluid connection between two rail vehicles, comprising a mechanical draw coupling and an air coupling. The mechanical draw coupling is preferably designed as a center buffer coupling, i.e., with integrated energy absorption, in particular a draw and buffer device. The invention further relates to a method for initiating an emergency brake application. The invention is characterized in that, in the event of a coupling failure, the cam is over-rotated by opening the valve arrangement, and a return movement is prevented by the mutually restrictive geometries of the valve body and cam.

Description

[0001] The invention relates to a coupling arrangement for mechanically connecting and establishing a fluid connection between two rail-bound vehicles, comprising a mechanical draw coupling and an air coupling. The mechanical draw coupling is preferably designed as a center buffer coupling, i.e., with integrated energy absorption, in particular a draw and buffer device. The invention further relates to a method for initiating an emergency brake application.

[0002] Mechanical couplings are known, for example, from GB 419 590 A and US 2013 / 0146558 A1. Designs of mechanical couplings with a conical-funnel profile and a coupling lock rotatable about a main axis are further disclosed in Wikipedia: https: / / de.wikipedia.org / wiki / Scharfenbergkupplung.

[0003] Air couplings are used in combination with mechanical couplings to establish a mechanical connection between rail vehicles in coupling arrangements, and also to create a fluid connection between the vehicles. An air coupling is assigned to a rail vehicle and, in conjunction with a mating air coupling, serves to connect fluid or pressure medium-carrying lines. The air coupling comprises a nozzle for connecting the air coupling to a mating air coupling, a compressed air port for connecting the air coupling to a rail vehicle compressed air system, and a flow channel connecting the nozzle and compressed air port.The flow channel is equipped with a valve assembly comprising an actuator for moving the valve assembly into an open position that at least partially releases the flow channel and a closed position that seals the flow channel pressure-tight. To ensure the reliable establishment and disconnection of the connection between two rail vehicles, the mechanical and fluid connections are coordinated with each other. If an air coupling is provided for connecting the main air supply lines of two rail vehicles, the establishment of the connection can be coupled with the establishment of the mechanical connection. The position of the valve assembly relative to the individual positions of the mechanical coupling is crucial for the implementation of the braking function.Specifically, the coupling closure can be operatively connected, at least indirectly, to the actuation of the air coupling, in particular the actuating device associated with a main air line for supplying a brake system and comprising, in particular, a valve assembly. In designs with direct mechanical coupling, the valve actuator, which acts directly on the valve assembly to actuate it, has an interface for at least an indirect, non-interruptible connection to a coupling closure of a mechanical drawbar coupling.

[0004] The operating position of the mechanical coupling – disengaged, in particular disengaged in the engaged position, or ready to engage and engaged – is characterized by the position of the coupling latch. When coupled to the valve actuator, the air coupling's flow channel is closed in the ready-to-engage position of the coupling latch and open in the engaged position. With direct coupling of the actuator or valve drive of the valve assembly to a component of the coupling latch, in particular the main bolt of the coupling latch, and with a drive-resistant connection of the core to this component, the main bolt rotates into the engaged position during coupling and opens the valve assembly via the valve drive coupled to it. During disengagement, it rotates in the opposite direction, closes the valve assembly via the valve drive coupled to it, and thus prevents a pressure drop.

[0005] The couplings are designed with a high safety margin for predefined tensile and impact loads. However, if these loads are exceeded in an overload situation, this can lead to the failure of components within the force transmission path and consequently to coupling failure. Such failure can result in irreparable damage due to plastic deformation of adjacent components of the coupling locking mechanism. To prevent this, predefined predetermined breaking points in the coupling assembly are conceivable. DE 10 2021 107 936 A1 specifically proposes equipping the coupling eye bolt with at least one predetermined breaking point. This allows the coupling eye bolt to fail in a controlled manner from a critical shear load according to an associated response force, thereby releasing the coupling connection, as the force equilibrium across the coupling eyes is disrupted.There is a risk that the coupling lock of the damaged coupling could be rotated into the uncoupled or ready-to-couple position with high acceleration due to the feedback from the still intact coupling eye connection of the opposing coupling. If this coupling occurs between the coupling lock and the actuation of the air coupling's valve assembly or the main air line valve, unlike in the case of intentional uncoupling at a standstill or low speeds, the valve assembly could close, and the separated wagon could continue moving unbraked. This is critical if a triggering event occurs at higher speeds.

[0006] The present invention therefore aims to ensure, for air coupling designs whose actuation is linked to the position of the coupling lock, that even in the event of an unintentional coupling failure, the previously connected carriages cannot move apart uncontrollably. Furthermore, this should also be ensured when coupling systems from different manufacturers with a non-uniformly designed defined failure point, i.e., a predetermined breaking point in the coupling lock that is not uniformly designed.

[0007] The solution according to the invention is characterized by the features of the independent claims. Advantageous embodiments are described in the dependent claims.

[0008] A coupling arrangement for establishing a mechanical and a fluid connection between rail-bound vehicles comprises: A mechanical draw coupling for mechanical connection with a counter-draw coupling of a counter-coupling arrangement, comprising a coupling closure rotatable about a main axis and rotatable at least between a coupling-ready and coupled position; an air coupling for coupling with a counter-air coupling of the counter-coupling arrangement, comprising a flow channel connectable to a railway vehicle compressed air system and a valve arrangement associated with the flow channel for at least partially releasing or pressure-tight sealing of the flow channel, wherein the valve arrangement can be actuated via a valve actuator having a cam rotatable about the main axis,The cam is at least indirectly and securely coupled to the coupling mechanism of the mechanical drawbar coupling and interacts with the valve arrangement within a first rotational angle range around the main axis, defined by the functional positions of the cam in the coupling-ready position and in the coupled position of the coupling mechanism, such that the valve arrangement closes the flow channel in the coupling-ready position of the coupling mechanism and at least partially opens the flow channel in the coupled position. The coupling arrangement is characterized in that a clearance is provided in the air coupling for a second rotational angle range for the cam, referred to as the over-rotation range, which extends from the first rotational angle range, starting from the functional position of the cam in the coupling-ready position of the coupling mechanism, and continues in the opposite direction of rotation to the functional position corresponding to the coupled position.

[0009] A coupling is understood to be, in particular, a coupling by means of which a mechanical connection is automatically established between a counter-coupling and a counter-coupling. Specifically, this refers to a center buffer coupling, which can be used for rail vehicles of both passenger and freight types. This coupling is characterized on its end face by a coupling profile, in particular a funnel / cone profile.

[0010] "At least indirectly coupled or connected" within the meaning of the invention generally includes both direct and indirect coupling or connection between structural and functional parts or units, achievable via further intermediate components and transmission elements.

[0011] The indirect coupling between the valve actuator and the dome closure reflects the diverse possibilities for realizing a dependency between the position of the valve actuator and the position of the dome closure. At least an indirect coupling or connection between components includes, in particular, direct coupling or connection without the intermediate arrangement of further functional or transmission elements, but also indirect coupling or connection, i.e., with the intermediate arrangement of further transmission elements.

[0012] The rotation angle range refers in particular to the angle range for rotating or pivoting the cam around the main axis.

[0013] The term "main axis" refers in particular to a geometric axis that can be used to describe the individual movements. This coincides, in particular, with the central axis of the main bolt of a dome closure.

[0014] The solution according to the invention offers the advantage of keeping the valve assembly of an air coupling connected to a main air line in the open position in the event of an overload event that triggers a coupling failure. An overload event is understood to be the occurrence of forces that lead to a coupling failure due to the failure of components located in the force flow and thus to the unplanned interruption of the connection between the couplings of adjacent vehicles. The coupling failure can occur unintentionally or be deliberately caused, the latter in particular by providing a defined predetermined breaking point, for example in the coupling eye bolt of the coupling lock of the coupling.

[0015] The invention is based on the consideration of utilizing the torsional movement at the main bolt, in particular the moment of inertia, caused by the high acceleration introduced at the coupling lock during the release of the connection to the counter-pull coupling in the coupling lock of the draw coupling due to the reaction of the counter-pull coupling, in particular the core, and the moment of inertia, to rotate the valve actuator, in particular the cam, into a functional position that lies outside the functional position in the coupling-ready position of the coupling lock. This is achieved by utilizing the resulting over-rotation beyond the position corresponding to the locking position of the valve arrangement into a releasing position due to the high dynamics, for which the rotation angle range to be traversed in the event of inertia, referred to as the over-rotation range, is maintained as a clearance in the air coupling.

[0016] Preferably, the clearance is designed and arranged to provide an over-rotation area in the circumferential direction around the main axis starting from the functional position of the cam in the coupling-ready position of the coupling lock over an angular range of less than 90°, preferably less than 70° for the cam. to keep clear. This area is therefore free of interference geometry.

[0017] The air coupling has a housing that accommodates the flow channel. This housing encloses the cam over its outer circumference, at least in the circumferential direction of the main axis, across the first and second rotation angle ranges, and is free of any obstructions to the cam's movement within this range. The cam can thus move freely into the free space, while the resulting actuation or release of the valve assembly clears the flow channel again.

[0018] The design of the valve assembly and the valve actuator can be of various forms. Preferably, the valve assembly comprises a valve body and a valve seat, wherein the valve body is movable between an open position, in which it at least largely or completely opens the flow channel, and a closed position, in which it seals the flow channel pressure-tight. The valve actuator acts at least indirectly, preferably directly, on the valve body to actuate it from the open position to the closed position and / or from the closed position to the open position. For this purpose, the valve actuator comprises a shaft rotatable about an axis of rotation, which is designed for rotationally fixed connection to the dome closure, in particular a main bolt connected to the core, or is formed by the dome closure itself, and is provided with the cam that acts at least indirectly on the valve body to actuate it.The axis of rotation preferably corresponds to the main axis. The cam can be integrally connected to the connection or the rotatable shaft, or it can be rigidly connected to the shaft. The cam has a rear side facing circumferentially in the direction of its functional position when the coupling closure is engaged, and a front side facing or oriented towards the over-rotation area, with a guide area provided on this front side and a radially oriented retaining surface area for interaction with an actuating surface on the valve body. The guide area serves in particular to reliably initiate and convert the rotational movement of the valve actuator, especially in the circumferential direction of the main axis, into a translational movement on the valve body.

[0019] The flow channel, in particular the arrangement area of ​​the valve assembly, extends circumferentially around the first rotational area of ​​the cam. Preferably, the valve assembly, in particular an axis describing the adjustment movement of the valve body, is oriented substantially radially to the main axis or at an angle of up to 10° to it. The valve body is preferably associated with the flow channel such that it can move along this axis when moving from the open position to the closed position and vice versa.

[0020] The invention is further based on the consideration that, due to the release of the valve assembly and the lack of re-actuation, a return movement of the cam to the position corresponding to the coupling-ready position of the coupling lock and describing the locking position of the valve assembly does not occur. To ensure this in all cases and to prevent tilting of the valve body during the return movement of the cam, in a particularly advantageous embodiment, the geometries of the contours on the valve body and valve actuator, in particular the cams, which come into operative contact with each other during rotation of the cam within the first and second rotation angle ranges, are designed to be coordinated by appropriate shaping of the valve body and / or cams.

[0021] The actuating surface on the valve body is aligned in the installed position pointing towards the main axis and, viewed in the circumferential direction around the main axis in the direction from the first to the second rotation area of ​​the cam, has at least an inlet area for interaction with the guide area on the front of the cam for bringing the valve body into the closed position, a support area for interaction with the retaining surface area on the cam in the closed position and an outlet area adjoining it.The outlet area on the valve body can be described by a contour that is designed and shaped in such a way as to be suitable, when the cam moves from the first rotation area into the over-rotation area, to slide along the retaining surface area or, if necessary, a partial area of ​​the back of the cam until a position free from contact between the cam and the actuating surface is reached, whereby in this state the valve body has moved into its closed position.

[0022] The outlet area, in relation to the closing position of the valve arrangement in the coupling-ready position, preferably runs tangentially to the contact area of ​​cam and actuating surface, in particular holding surface area and support area.

[0023] Preferably, the support area and the run-out area on the actuating surface of the valve body are formed by a single surface area, which, when viewed in the closed position of the valve assembly, is oriented tangentially to the outer circumference of the cam in this position. This geometry reliably prevents the cam from engaging the actuating surface of the valve body of the valve assembly when the cam returns from the over-rotation angle range.

[0024] According to a particularly advantageous embodiment, which can be used alone or combined with measures for geometry optimization on the valve body, the radial profile of the cam's rear side is designed to prevent interaction with the valve body's actuating surface when the cam rotates in the direction of the first rotation angle range while the valve body is displaced. This blocks the cam's return movement when the dynamic action is released and holds the valve assembly in the open position.

[0025] According to a particularly simple and cost-effective design, the reverse side has at least one recessed or curved section, creating a clearance for parts of the valve body in its open position. Depending on the shape of the recess, turning the valve backward results in a maximum of linear or slightly planar contact when the cam strikes the valve body, without any adjustment movement to the valve body, which remains in the open position.

[0026] A method for initiating an emergency braking action in the event of failure of a coupling lock of an automatic train coupling of a coupling arrangement according to one of claims 1 to 9 in the coupled state with a counter-train coupling for connecting two rail-bound vehicles by interruption of the power flow due to damage, in particular to a force-transmitting component, in particular breakage of a coupling eye bolt or a coupling eye, in which the valve drive of the valve arrangement is directly operatively connected to a coupling lock of the train coupling, wherein in the coupling-ready position and the uncoupled position of the coupling lock the valve arrangement is held in the closed position and in the coupled position of the coupling lock the valve device is held in the open position, is characterized in thatthat if the power flow is interrupted due to damage, particularly to a force-transmitting component, the cam of the valve actuator is rotated from the first rotation angle range into the over-rotation range, releasing the support of the valve body and moving it into the open position, and the return movement from the over-rotation range to the open position is blocked by the valve body. The advantages described above for the coupling arrangement apply.

[0027] The air coupling can generally be arranged above or below the drawbar coupling in the installed position of the coupling assembly. It is particularly preferred that the axis of rotation of the cam and the main axis of the coupling lock are aligned.

[0028] The invention will be explained below with the aid of figures. The figures show, in detail: Fig. 1a: two coupling arrangements designed according to the invention in the coupled position; Fig. 1b: a section of a mechanical draw coupling of a coupling arrangement according to Figure 1a in the damaged state in the event of overload in a schematically simplified representation; Figs. 2a to 2c show an air coupling of one of the coupling arrangements according to Figure 1a in a schematically simplified representation; Figure 3 shows an advantageous further development of an embodiment of an air coupling according to Figure 2a-2c in an excerpt from this.

[0029] The Figure 1aFigure 1 illustrates, in a highly simplified schematic representation, a coupling arrangement 1 designed according to the invention, which interacts with a counter-coupling arrangement 1' to establish a mechanical and fluid connection between two rail vehicles. The construction of the coupling arrangements 1, 1' is described using coupling arrangement 1 as an example. The construction of coupling arrangement 1' is analogous. The coupling arrangement 1 comprises a mechanical draw coupling 2 for establishing a mechanical connection with a counter-draw coupling 2' compatible with it, and furthermore at least one additional functional component in the form of an air coupling 3 for coupling with a compatible counter-air coupling 3'. These serve to establish a fluid connection, in particular a compressed air connection, between the rail vehicles to be coupled to each other via the coupling arrangements 1, 1'.The individual air coupling 3 serves in particular to connect the main air lines provided on the individual rail vehicles for guiding the compressed air for the brake control.

[0030] The coupling arrangements 1, 1' are shown in a top view. A coordinate system is provided as an example to illustrate the individual directions. The X-direction describes the longitudinal extent, which coincides with the longitudinal direction when installed in rail vehicles. The Y-direction describes the lateral direction, i.e., the direction perpendicular to the longitudinal direction in the horizontal plane, and the Z-direction describes the vertical direction.

[0031] The coupling arrangements 1, 1' are shown here in the coupled position and thus in the coupled position II of the coupling lock. Figure 1b shows, by way of example, the basic structure and function of a mechanical drawbar coupling 2 according to Figure 1ain an excerpt from this in a representation after coupling failure.

[0032] The mechanical coupling 2 for mechanically connecting two rail vehicles generally comprises a coupling head 4, a coupling rod 5, and an interface 6 for connection to the rail vehicle 35. The coupling rod 5 can be designed as a separate component detachably connected to the coupling head 4 or be integrally formed with the coupling head 4. The coupling of the coupling arrangement 1 to the rail vehicle 35 is effected via a draw / buffer device 7, which is connected to the coupling rod 5 by means of a joint 8 and interacts with an interface on the vehicle, in particular with pull and push stops, forming a connection structure.

[0033] To realize the mechanical connection with the mechanical coupling 2' of a counter-coupling arrangement 1', the respective mechanical coupling, in particular coupling 2, comprises a corresponding coupling lock 9 with a locking mechanism 29. The mechanical couplings 2, 2' must be designed to be compatible with each other for the purpose of coupling. The coupling lock 9 is designed as a rotary lock. This comprises a so-called frog 25, which is rotatable about a rotation axis HA, which is vertically oriented when viewed in the installed position on the rail vehicle 35 and is designated as the main axis HA. The frog 25 is formed by a hook plate. For this purpose, the frog 25 is, for example, mounted on a main bolt 30 and connected to it in a way that prevents it from moving. In a first end region 26a of the frog 25, a coupling eye 27 is rotatably connected about a coupling eye axis KA.In a second end area 26b, the frog 25 has a recess forming a so-called jaw 28, which is designed and arranged in such a way as to form a barb for transmitting tensile forces when interacting with the coupling eye 27 of a compatible counter-pull coupling 2' in the coupled position II.

[0034] The centerpiece 25 is rotatable about the main axis HA between different functional positions, an uncoupled position (especially ready to couple or over-coupled positions I and III) and a coupled position II, and vice versa. This is shown in Figure 1a only the coupled position II.

[0035] A spring accumulator 31 is at least indirectly associated with the frog 25. The frog 25 can be rotated against the force of the spring accumulator 31. Depending on the design, the spring accumulator 31 can be connected to the frog 25 itself or to the coupling eye 27 in the first end region.

[0036] A locking mechanism 29, which holds the coupling lock 9 in the coupling-ready position or releases it for transition to another position by rotating the frog 25, has a plunger 32 that is movable in the coupling direction of the coupling 2 and a latch rod 33 that is movable transversely or obliquely to the coupling direction. The latch rod 33 is pivotally connected to the frog 25 and, when the frog 25 is rotated from the coupled position II to the uncoupled position, can be moved by the frog 25 into a detent position, in which the latch rod 33 blocks a reverse rotation of the frog 25, i.e., in the direction from the uncoupled position to the coupled position II. The plunger 32, in turn, is movable between a first position and a second position. In the first position, the plunger locks the latch rod 33 in the detent position, and in the second position, the plunger releases the latch rod 33 from the detent position.The function of the automatic train coupler 2 is as follows: Two opposing coupling heads 4, 4' of coupling arrangements 1, 1' on two vehicles 35, 35' to be coupled are locked together by the second end of each coupling eye engaging in the mouth of the frog of the other coupling head 4', 4 and being positively locked in place by rotating the frog there. This mechanically couples the two vehicles 35, 35' together. The two coupling locks are subjected exclusively to tensile forces, which are distributed evenly between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs.Compressive forces, on the other hand, are transmitted by a special profile on the front of the coupling head housing, wherein the profile generally comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide end face, in particular a flat face or one with open-edged recesses in the surface. The profile can be formed by or on a separate end plate that is attached to the front of the coupling head housing. The profile can form sliding and centering surfaces with the cone and funnel and, in particular, define the gripping area for lateral, vertical, and angular misalignment. When the coupling heads 4, 4' meet, they center themselves and slide into one another.

[0037] When two rail vehicles 35, 35' are moved towards each other, their coupling locks 9, 9' or their frogs are in a so-called coupling-ready position, in which the frogs are held by the latching rods, which are in a detent position. During coupling, the cones of the couplings dip into the funnels of the coupling head housing profiles. The cones of the couplings press against the plungers of the mating couplings and push them back, so that the plungers release the latching rods from their detent position. This releases the coupling locks 9, 9', which are then rotated by the force of the respective spring mechanism until the frog abuts a predetermined stop, usually on the coupling head housing. The coupling lugs, guided in the funnels of the couplings, then engage in the frog mouths of the respective mating couplings 2', 2.The two coupling locks 9', 9 are interlocked and the coupled position II is reached. Unintentional separation of the coupling locks of draw coupling 2 and counter-draw coupling 2' is not possible. Normal wear does not impair the safety of the coupling lock.

[0038] To uncouple the coupling heads of draw coupling 2 and counter-draw coupling 2', an uncoupling device (not shown in detail here), which may be designed as an automatic uncoupling device, in particular an electromechanical, hydraulic or pneumatic uncoupling device, or as a manually operated hand uncoupling device, rotates both coupling locks, i.e., the two frogs, against the force of the spring accumulators until the coupling eyes of the draw couplings slide out of the mouths of the frogs of the counter-draw couplings. The rotating frogs are intended to displace the latch rods sufficiently so that, when the vehicles are separated, the frogs are prevented from rotating back from the uncoupled position beyond the ready-to-couple position by moving the latch rods into their detent positions.

[0039] The air coupling 3, intended for the purpose of establishing a fluid connection, for coupling with a counter-air coupling 3' of a counter-coupling arrangement 1', is in the Figures 2a to 2cThe structure is described here using the example of the air coupling 3 of the coupling arrangement 1. This includes a compressed air nozzle 10 for connection to a railway vehicle compressed air system, a nozzle 11 for connection to the mating air coupling, a flow channel 12 connecting the nozzle to the compressed air nozzle, and a valve arrangement 13 associated with the flow channel 12, which can be actuated by a valve actuator 14 for releasing or sealing the flow channel 12. The air coupling 3 is located above the coupling head 4, but can also be located below it in a vertical direction relative to the coupling head 4. Since the actuation of the valve arrangement 13 is linked to the coupling lock 9, the position of the valve arrangement 13 depends on the position of the coupling lock 9. In the coupling-ready position of the coupling lock 9, the valve arrangement 13 keeps the flow channel 12 closed ( Figure 2b ), in the coupled position ( Figure 2a ) this is open. The valve actuator 14 is at least indirectly coupled to the dome closure 9, preferably in a way that prevents it from being driven into place, or to a component connected to it. The connection is in the Figures 2a to 2cThe valve assembly 13 is designated by 17. In the coupling-ready and uncoupled positions of the coupling closure 9, the valve assembly 13 is held in the closed position, and in the coupled position of the coupling closure 9, the valve assembly 13 is held in the open position. The valve assembly 13 comprises a valve body 15 and a valve seat 16, wherein the valve body 15 is movable between an open position, in which it at least largely or completely opens the flow channel 12, and a closed position, in which it seals the flow channel 12 pressure-tight. The valve body 15 is preferably movable directly along an axis radially aligned with the main axis HA. The valve actuator 14 engages the valve body 15 at least indirectly to move it from the open position to the closed position or vice versa.The valve actuator 14 comprises a shaft 40 rotatable about a rotation axis coinciding with the main axis HA, which is designed for rotationally fixed connection to the coupling lock 9, in particular the main bolt 30, or is formed by it, and is provided with a cam 18 that engages the valve body 15, at least indirectly, for its actuation. The cam 18 is thus rotatable about the main axis HA via the main bolt 30 or the connection to it. The cam 18 comprises a rear surface 36 pointing circumferentially in the direction of its functional position when the coupling lock 9 is coupled, a front surface 37 oriented in the opposite direction, and a radially pointing retaining surface area 38 for interaction with an actuating surface 39 on the valve body 15. In the coupling-ready position according to... Figure 2bThe cam 18 with its radially pointing retaining surface area 38 rests against the actuating surface 39 on the valve body 15 and supports it in the closed position.

[0040] In the coupled position of the dome closure 9, the cam 18 is free from contact with the valve body in the corresponding position. Between the two positions, the cam 18 covers a first rotation angle range V1.

[0041] If a coupling failure occurs during an overload event, the force balance via the coupling eyes 27 is disrupted. There is then a risk that the coupling lock 2 of the damaged coupling – for example, in Figure 1bAs shown, due to the feedback of the still intact coupling eye connection on the counter-pull coupling (not shown in this figure), it can be rotated into the uncoupled or ready-to-couple position. Due to the coupling between the coupling lock 9 and the actuating mechanism, in particular the valve drive 14 of the valve assembly 13 of the air coupling 3 or the main air line valve, this leads, unlike with intentional uncoupling at standstill or low speeds, to the fact that the separated car can continue to move unbraked while in motion, which is extremely critical if a triggering event occurs at higher speeds. To avoid this, according to the invention, if the power flow is interrupted due to damage, in particular breakage of a coupling eye bolt or a coupling eye as shown in Figure 1b The air coupling 3 is shown according to the Figures 2a to 2c and 3The cam 18 is designed such that the acceleration of the frog 25 resulting from the feedback action of the counter-traction coupling 2' at the coupling lock 9 of the coupling 2 is utilized, enabling over-rotation into a second rotation range V2, referred to as the over-rotation range, which follows the first rotation range V1 in the uncoupling direction. The over-rotation of the cam 18 into the over-rotation range occurs while the cam 18 releases the support of the valve body 15 and moves the valve body 15 into the open position. The return movement of the cam 18 from the over-rotation range is prevented by the position of the valve body 15 in its open position during over-rotation. For this purpose, a clearance 34 is provided in the air coupling 3 for a rotation angle range V1, starting from the functional position of the cam 18 in the coupling-ready position of the coupling lock 9. Figure 2b) opposite the direction of rotation into the coupled position ( Figure 2a ) corresponding functional position, a second rotation range V2, designated as the over-rotation range, is provided for cam 18. Over-rotation is in the Figure 2c reproduced.

[0042] The air coupling 3 has a housing that receives or forms the flow channel 12 and encloses the cam 18 over its outer circumference, at least in the circumferential direction of the main axis HA, over the first and second rotation angle ranges V1, V2, forming a receiving space for it. The receiving space for the cam 18, particularly in the rotation angle ranges V1 and V2, is free of any interference geometry for the movement of the cam 18.

[0043] The Figures 2a to 2cThis only illustrates a basic structure of the air coupling 3. In an advantageous embodiment, however, the cam geometry and the geometry of the valve arrangement 13 are coordinated such that a return rotation of the cam 18 from the over-rotation range after a triggering event is reliably prevented. This can be achieved either solely through the design of the valve body 15 or the cam 18, or through modifications to both. The valve body 15 has an actuating surface 39 facing the main axis HA. Viewed circumferentially around the main axis HA from the first to the second rotation range V1, V2 of the cam 18, it has at least one entry area 41 for interaction with a guide area on the front face 37 of the cam 18.This serves to move the valve body 15 from the open position to the closed position, in particular to transfer the rotational movement of the cam 18 into a movement of the valve body 15 in a radial direction when the cam 18 moves from the coupled position corresponding to the functional position of the coupling closure to the position corresponding to the coupling-ready position. A support area 42 adjoins the inlet area 41 for interaction with the retaining surface area 38 on the cam 18 in the closed position of the valve arrangement 13, followed by an outlet area 43, wherein the outlet area 43 can be described by a contour that is designed and shaped in such a way as to be suitable, when the cam moves in the over-rotation area, to slide along the retaining surface area 38 and, if applicable, the rear side 36 of the cam 18, thereby breaking contact with the cam 18.

[0044] In the case shown, the support area 42 and the outlet area 43 on the actuating surface 39 are formed by a single surface area which, when viewed in the closed position of the valve arrangement 13, is oriented tangentially to the outer circumference of the cam 18 in this position.

[0045] Furthermore, the rear surface 36 of the cam 18, viewed radially, is designed to prevent interaction with the actuating surface 39 of the valve body when the cam 18 is rotated from the over-rotation range towards the first rotation angle range V1, thereby displacing the valve body 15. For this purpose, at least one bulge describing a recess or recess is provided on the rear surface 36, forming a clearance for areas of the valve body 18 in its open position. Reference symbol list

[0046] 1, 1'Coupling assembly 2, 2'Mechanical draw coupling 3, 3'Air coupling 4Coupling head 5Coupling rod 6Coupling / rail vehicle interface 7Pulling and / or bumping device 8Joint 9Coupling lock 10Pressure nozzle 11Nozzle 12Flow channel 13Valve assembly 14Valve actuator 15Valve body 16Valve seat 17Valve actuator / main bolt connection 18Cam 19At least indirect coupling valve actuator / coupling lock 25Corner, hook plate 26a, 26First and second end area 27Coupling eye 28Jaw 29Detent 30Main bolt 31Spring accumulator 32Push pin 33Peg rod 34Clearance 35, 35'Rail vehicle 36Rear 37Front 38 Holding surface area 39 Actuating surface 40 Shaft 41 Inlet area 42 Support area 43 Outlet area HA Main axle

Claims

1. Coupling arrangement for establishing a mechanical and a fluid connection between rail-bound vehicles, comprising: a mechanical draw coupling for mechanical connection with a counter-draw coupling of a counter-coupling arrangement, comprising a coupling lock rotatable about a vertical main axis and rotatable at least between a coupling-ready and coupled position;An air coupling for coupling with a counter-air coupling of the counter-coupling arrangement, comprising a flow channel connectable to a railway vehicle compressed air system and a valve arrangement associated with the flow channel for at least partially releasing or pressure-tightly sealing the flow channel, wherein the valve arrangement is actuated via a valve actuator having a cam rotatable about the main axis, the cam being at least indirectly coupled to the coupling lock of the mechanical train coupling and cooperating with the valve arrangement within a first rotation angle range about the main axis defined by the functional positions of the cam in the coupling-ready position and in the coupled position of the coupling lock in such a way that the valve arrangement seals off the flow channel in the coupling-ready position of the coupling lock and at least partially releases the flow channel in the coupled position; characterized by the fact thatIn the air coupling and / or the cam, a free space is provided for a second rotation angle range for the cam, referred to as the over-rotation range, which follows the first rotation angle range starting from the functional position of the cam in the coupling-ready position of the coupling lock against the direction of rotation into the functional position corresponding to the coupled position.

2. Coupling arrangement according to claim 1, characterized by the fact that the free space is designed and arranged in such a way as to allow an over-rotation of the cam in the over-rotation area in the circumferential direction around the main axis starting from the functional position of the cam in the coupling-ready position of the dome closure in an angular range of less than 90°, preferably less than 70°.

3. Coupling arrangement according to one of claims 1 or 2, characterized by the fact thatThe air coupling has a housing that receives or forms the flow channel, which encloses the cam over its outer circumference, at least in the circumferential direction of the main axis, over the first and second rotation angle ranges in a receiving area, and is free in this receiving area from any disturbing geometry for the movement of the cam.

4. Coupling arrangement according to one of claims 1 to 3, characterized by the fact thatthe valve arrangement comprises a valve body and a valve seat, wherein the valve body is movable between an opening position in which it at least largely or completely releases the flow channel and a closing position in which it seals off the flow channel in a pressure-tight manner;The valve actuator, which engages the valve body at least indirectly in order to actuate it from the open position to the closed position and / or from the closed position to the open position, comprises a shaft rotatable about an axis of rotation, which is designed for rotationally fixed connection to the dome closure or is formed by the dome closure and is provided with the cam which engages the valve body at least indirectly for its actuation, wherein the cam has a rear side facing circumferentially in the direction of its functional position when viewed in the coupled state of the dome closure, a front side oriented towards the over-rotation area with a guide area provided thereon, and a retaining surface area facing radially for interaction with an actuating surface on the valve body.

5. Coupling arrangement according to claim 4, characterized by the fact thatThe valve body is assigned to the flow channel in such a way that it can move along an axis that runs radially to the main axis or at an angle of less than 20° to it when moving from the open position to the closed position and vice versa.

6. Coupling arrangement according to one of claims 4 or 5, characterized by the fact thatThe actuating surface on the valve body is aligned in the installation position pointing towards the main axis and, viewed circumferentially around the main axis from the first to the second rotation angle region of the cam, comprises at least an inlet region for interaction with the guide region on the front of the cam for moving the valve body from the open position to the closed position, a support region for interaction with the retaining surface region on the cam in the closed position of the valve arrangement and an adjoining outlet region, wherein the outlet region can be described by a contour that is designed and shaped in such a way as to be suitable, when the cam moves in the over-rotation region, to slide along the retaining surface region and, if applicable, the back of the cam, thereby breaking contact with the cam.

7. Coupling arrangement according to claim 5 or 6, characterized by the fact thatThe support area and the outlet area on the actuating surface are formed by a surface area and, when viewed in the closed position of the valve arrangement, are oriented tangentially to the outer circumference of the cam in this position.

8. Coupling arrangement according to one of claims 4 to 7, characterized by the fact that The course of the back of the cam, viewed in a radial direction, is designed in such a way as to prevent interaction with the actuating surface of the valve body when the cam is rotated in the direction of the first rotation angle range while displacing the valve body.

9. Coupling arrangement according to claim 8, characterized by the fact that The reverse side has at least one recess or recessed bulge, forming a free space for areas of the valve body in its open position.

10. Method for initiating an emergency braking action in the event of failure of a coupling lock of an automatic train coupling of a coupling arrangement according to one of claims 1 to 9 in the coupled state with a counter-train coupling for connecting two rail-bound vehicles by interruption of the power flow due to damage, in particular to a force-transmitting component, in particular breakage of a coupling eye bolt or a coupling eye, in which the valve drive of the valve arrangement is directly operatively connected to a coupling lock of the train coupling, wherein in the coupling-ready position and the uncoupled position of the coupling lock the valve arrangement is held in the closed position and in the coupled position of the coupling lock the valve device is held in the open position, characterized by the fact thatWhen the power flow is interrupted due to damage, in particular to a force-transmitting component, the cam of the valve drive is rotated from the first rotation angle range to the second rotation angle range, releasing the support of the valve body and bringing the valve body into the opening position, and the return movement of the cam from the second rotation angle range is blocked by the valve body brought into the opening position.

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