Coupling assembly and air coupling for a coupling assembly

Abstract

The invention relates to a coupling arrangement for establishing a mechanical and a fluid connection between rail vehicles, comprising: a mechanical draw coupling for mechanical connection with a counter-draw coupling of a counter-coupling arrangement, and an air coupling for coupling with a counter-air coupling of the counter-coupling arrangement with a valve arrangement associated with the flow channel, actuated by means of a valve actuator for releasing or pressure-tight sealing of the flow channel, wherein the valve actuator is at least indirectly coupled to the coupling closure of the mechanical draw coupling. The invention is characterized in that it includes an overload protection device for decoupling the valve actuator from the coupling closure in the event of an overload.

Description

[0001] 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 an air coupling for establishing a fluid connection between rail vehicles.

[0002] Mechanical drawbar couplings are known, for example, from GB 419 590 A and US 2013 / 0146558 A1. Designs 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 primarily 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 the compressed air port.The flow channel is equipped with a valve assembly and a valve 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 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 arrangement. In versions with direct mechanical coupling, the valve actuator has an interface for at least an indirect, secure connection to a coupling closure of a mechanical drawbar coupling.

[0004] The operating position of the mechanical coupling – disengaged, in particular disengaged in the over-engaged position, or ready to engage and engaged – is characterized by the position of the coupling lock. When coupled to the valve actuator, the air coupling's flow channel is closed in the ready-to-engage position of the coupling lock 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 lock, in particular the main bolt of the coupling lock, and with a drive-resistant connection of the frog to this component, the main bolt rotates into the engaged position during coupling and opens the valve assembly. During disengagement, it rotates in the opposite direction, closes the valve assembly via the actuator 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, exceeding these loads 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 closure mechanism. To prevent this, predefined predetermined breaking points in the coupling assembly are conceivable. DE 10 2021 107 936 A1 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, corresponding to an assigned response force. However, this failure releases the coupling connection because 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 lock rotatable about a principal axis; an air coupling for coupling with a counter-air coupling of the counter-coupling arrangement, comprising a flow channel connectable to or connected with a railway vehicle compressed air system and a valve arrangement associated with the flow channel, actuated by a valve actuator for releasing or pressure-tightly sealing the flow channel, wherein the valve actuator is at least indirectly coupled to the coupling lock of the mechanical draw coupling. The coupling arrangement is characterized by the fact that an overload protection device is provided for decoupling the valve actuator from the coupling lock in the event of an overload.

[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] An overload event is defined as the occurrence of forces that lead to a coupling failure due to the failure of components within the force transmission path, resulting in the unplanned separation of the couplings between adjacent vehicles. This coupling failure can occur unintentionally or be deliberately induced, the latter being achieved in particular by incorporating a defined predetermined breaking point, for example, in the coupling eye bolt of the coupling's locking mechanism.

[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 solution according to the invention offers the advantage of rapid decoupling of the air coupling valve actuator and the coupling in the event of an incident, in particular interruption of the force flow between the coupling and the valve actuator during mechanical coupling. The valve actuator then remains in a position corresponding to that in the coupled position of the coupling, so that the fluid can escape from it and an emergency braking action is initiated by the resulting pressure drop in the main air line.

[0013] The coupling between the valve actuator and the dome closure is preferably mechanical. This coupling can be direct between the valve actuator and the dome closure, or indirect via transmission elements that transfer the rotation of the dome closure to the valve actuator and, if necessary, amplify it. The transmission can be a pure rotary motion, preferably direct, or the rotary motion of the dome closure can be converted or amplified into other forms of motion. This can be achieved using simple kinematics or components that generate a transmission.

[0014] The assignment of the overload protection to the connection can a) directly at the dome closure or b) within the connection between the dome closure and the valve actuator.

[0015] According to a particularly advantageous embodiment, the valve actuator is rigidly connected to the dome closure or a component connected to it, and the overload protection device is formed by the connection, in particular the connecting elements forming it, between the dome closure or the component connected to it and the valve actuator. The connection between the dome closure and the valve actuator can be particularly advantageously designed as a positive-locking and / or force-locking connection, which is designed and arranged to fail when a force defining the overload event occurs. This solution is characterized by a high degree of functional concentration and requires only a corresponding design of the connection for the aforementioned overload case without the need for additional components.

[0016] This solution also mechanically detects damage that leads to dome failure by transferring the forces applied to the core and the main bolts connected to it to the connection between the dome closure and the valve actuator. The actuator of the associated valve assembly, which is connected to the dome closure, is quickly and easily removed from the force flow of the dome closure and remains in its position, thus ensuring that the open valve position is maintained in the event of failure of the force-bearing closure components. This is achieved by utilizing the dynamic impact caused by the return action of the detached counter-pull coupling on the dome closure. This impact is transmitted to the connection between the dome closure and the valve actuator and triggers the overload protection.

[0017] The air coupling's valve actuator includes an interface for at least indirect and secure connection to a coupling lock of the drawbar coupling. The coupling lock comprises a hook plate connected to a main bolt defining the main axis and rotatable about this bolt between different operating positions, and a coupling eyelet having a first end rotatably connected to the hook plate and a second free end. The hook plate has a jaw designed to receive the second end of a coupling eyelet of a counter-drawbar coupling. The main bolt, or a component of the coupling lock securely connected to it, has an interface for connection to the air coupling's valve actuator. The overload protection device is then provided between the main bolt and the valve actuator connection.

[0018] Advantageously, the valve arrangement comprises a valve seat and a valve body, which is movably positioned 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 engages the valve body at least indirectly and includes a connection forming the interface for connecting to the dome closure. This connection is rotatable about an axis of rotation that is aligned with / coinciding with the main axis of the dome closure and is connected to a cam extending, in particular radially away from the axis of rotation, for engaging the valve body. The non-interference connection between the connection and the main bolt is formed by mechanical connecting devices, and the overload protection device is provided between the main bolt and the connection of the valve actuator.

[0019] There are several possibilities regarding the design of the connection devices that include the overload protection. The valve actuator is connected to the main bolt via at least one of the following connection devices, designed to transmit the force from the main bolt to the valve actuator in normal operating mode and to fail in the event of an overload: Shear pin, shear screw, integral and mutually complementary positive locking elements on the main bolt and connection of the valve actuator, a connecting coupling

[0020] Designs with a shear pin represent a particularly preferred and simple solution. The machining effort at the interfaces can be kept to a minimum and is comparable to that of conventional solutions with a spring pin.

[0021] The interface connection of the valve actuator is preferably formed by a region enclosing a cavity open on one side around the axis of rotation to accommodate an extension of the main bolt or a component rigidly connected to it. The connection thus circumferentially surrounds the main bolt of the coupling closure in the region protruding from the coupling head around the main axis and is then preferably connected to the main bolt or the component connected to it via shear connection elements arranged perpendicular to the main axis of the coupling closure or the axis of rotation of the valve actuator.

[0022] The solution is based on the following considerations, with the design of the coupling arrangement being discussed in detail beforehand: The mechanical coupling of such coupling arrangements comprises a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a frog, which can be rotated about a main axis, in particular a rotation axis, between different coupling positions, specifically the ready-to-coupling position, the coupled position, and an uncoupled position. The coupling eye is rotatably connected to the frog at one end about a coupling eye axis and has a second free end, which is guided in the cone. The frog has a jaw for receiving a corresponding second end of a coupling eye of a coupling lock from a compatible counter-coupling.A spring accumulator is at least indirectly associated with the frog. Against the force of the spring accumulator, the frog can be rotated from the coupled position to the uncoupled position, and by the force of the spring accumulator, from the uncoupled position to the ready-to-couple position and from the ready-to-couple position to the coupled position. Depending on the design, the spring accumulator can be connected to the frog itself or to the coupling eye at the first end. The locking mechanism, which holds the coupling lock in the ready-to-couple position or releases it for transition to another position by rotating the frog, has a plunger that is movable in the coupling direction of the drawbar coupling and a latch rod that is movable transversely or obliquely to the coupling direction.The latch rod is pivotally connected to the frog and, when the frog rotates from the coupled to the uncoupled position, can be moved by the frog into a detent position. In this position, the latch rod blocks any further rotation of the frog, i.e., from the uncoupled to the coupled position. The plunger, in turn, is movable between a first and a second position. In the first position, the plunger locks the latch rod in the detent position, and in the second position, the plunger releases the latch rod from the detent position.The automatic coupling mechanism functions as follows: Two opposing coupling heads, compatible with each other particularly in terms of coupling and uncoupling, on two vehicles to be coupled are locked together by the second end of each coupling eye engaging the frog of the other coupling head and being held in place by twisting the frog. This mechanically couples the two vehicles. The two coupling mechanisms are subjected exclusively to tensile forces, which are distributed evenly between both coupling eyes within the parallelogram formed by the coupling eyes and frogs.Compressive forces, on the other hand, are transmitted by a special profile on the front of the coupling head housing, wherein the profile typically comprises, as is also advantageously the case in the present invention, a cone and a funnel enclosed by a wide, in particular flat, end face. 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, together with the cone and funnel, can form sliding and centering surfaces and, in particular, define the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into one another.

[0023] When two rail vehicles are moved towards each other, their coupling devices, or 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 draw 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 devices, which are then rotated by the force of the respective spring mechanism until the frog strikes a predetermined stop, usually on the coupling head housing. At this point, the coupling lugs, guided in the funnels of the draw couplings, engage with the frog mouths of the mating couplings. The two coupling devices are interlocked, and the coupled position is achieved.Unintentional separation of the coupling locks of the drawbar coupling and the counter-drawbar coupling is not possible. Normal wear and tear does not affect the safety of the coupling lock.

[0024] To uncouple the coupling heads of the drawbar coupling and the opposing drawbar coupling, an uncoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring accumulators until the coupling eyes of the drawbar couplings slide out of the jaws of the opposing drawbar couplings. The rotating frogs are intended to move the latching 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 engaging the latching rods in their detent positions.

[0025] However, if a coupling fails during an overload event, the force balance across the coupling eyes is disrupted. Without additional measures, there is a risk that the coupling lock of the damaged coupling can be rotated into the uncoupled or ready-to-couple position due to the feedback from the still intact coupling eye connection of the opposing coupling. Because of the connection between the coupling lock and the actuation of the air coupling's valve assembly or the main air line valve, this, unlike intentional uncoupling at a standstill or low speeds, means that the separated wagon can continue moving unbraked, which is extremely critical if a triggering event occurs at higher speeds.The solution according to the invention avoids this by utilizing the forces introduced into the connection to the valve drive during rotation of the main bolt when the counter-pull coupling acts on the core of the pull coupling, damaging the components in the force flow, in order to prevent unintentional closing of the valve arrangement by triggering the overload protection and releasing the connection.

[0026] The air coupling, which is also available separately, for a rail vehicle comprises a flow channel connecting a nozzle for coupling the air coupling to a mating air coupling and a compressed air port for connecting the air coupling to a rail vehicle compressed air system; a valve assembly associated with the flow channel, including a valve 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, wherein the valve actuator includes an interface for at least indirect, secure connection to a coupling lock of a mechanical train coupling. An overload protection device is associated with the interface, which is designed to disconnect the connection between the valve actuator and the coupling lock in the event of an overload.

[0027] The advantages are the same as described for the coupling arrangement.

[0028] The invention will be explained below using figures.

[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'. The air couplings 3, 3' 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 of a mechanical drawbar coupling 2 according to Figure 1ain an excerpt from this illustration after a coupling failure, triggered by a breakage of the coupling eye bolt. The Figure 1b This also serves to explain the structure and function of the train coupling 2.

[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 assembly 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 draw 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 (not shown in detail here, either ready to couple or over-coupled), 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] The 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 train 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 typically 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.

[0037] When the coupling heads 4, 4' meet, they center themselves and slide into each other.

[0038] 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.

[0039] 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 9, 9', 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 engaging their detent positions. This is the normal operating mode of a draw coupling 2, 2'.

[0040] 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 2bThe 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) 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 indirect connection is designated 19. In the coupled position and the uncoupled position of the dome closure 9, the valve assembly 13 is held in the closed position, and in the coupled position of the dome 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 releases 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 oriented radially to the main axis HA.The valve actuator 14 engages the valve body 15 at least indirectly in order to move it from the open position to the closed position or vice versa.

[0041] In the Figures 2a, 2bIn the illustrated embodiments, the valve actuator 14 is directly connected to the main bolt 30 of the dome closure 9 or to a component non-rotatably connected to the main bolt. The connection between the valve actuator 14 and the main bolt 30 is designated by 20. The valve actuator 14 comprises an interface 17 for coupling with the dome closure 9, in particular the main bolt 30. The valve actuator 14 preferably has a shaft 40 rotatable about a rotation axis coinciding with the main axis HA. This shaft is designed for non-rotatable connection to the dome closure 9, in particular the main bolt 30 connected to the core, or is formed by it. The shaft is provided with a cam 18 that engages the valve body 15, at least indirectly, for 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 radially oriented retaining surface area for interaction with an actuating surface on the valve body 15. In the coupling-ready position according to . Figure 2b The cam 18, with its radially oriented retaining surface area, rests against the actuating surface on the valve body 15 and supports it in the closed position. In the coupled position of the dome closure 9, the cam 18 is free of contact with the valve body in the corresponding position. Between the two positions, the cam 18 covers a range of rotational angles.

[0042] An overload protection device 21 is assigned to the connection 20 between shaft 40 and main bolt 30; preferably, this is integrated into the connection.

[0043] If a clutch failure occurs during an overload event, as in Figure 1bAs shown, the force balance via the coupling eyes 27 is disrupted. The greater forces acting on the damaged coupling, particularly the coupling lock, compared to normal operation, are used to trigger the overload protection. This causes an automatic disconnection of the connection 20 between the valve actuator 14 and the main bolt 30, thus preventing any change in the position of the cam 18 and the valve body 15.

[0044] The overload protection device 20 can be designed in various ways. Examples are in Figures 3a , 3c and 3d based on the illustration of only the connection between main bolt 30 and valve actuator 14 and in Figure 3b in a representation of the air coupling according to Figure 2bsimplified representation. Particularly preferred are designs in which the function of the overload protection 21 is already integrated into the connection 19, in particular the connection 20 between the valve actuator 14 and the main bolt 30, or is taken over in a concentrated function by the connecting elements and devices provided for this purpose.

[0045] Figure 3a Figure 1 shows a design with an integrated safety coupling 34 between valve actuator 14 and main bolt 30. This coupling acts as a connecting device for establishing the connection 20 and simultaneously as an overload protection device 21. This coupling serves to connect the main bolt 30 and the valve actuator 14 and is, by way of example, arranged circumferentially around the main axis HA between the interface of the valve actuator 14 to the main bolt 30 and the main bolt 30.

[0046] The Figures 3b and 3dConnections 20 between the main bolt 30 and the valve actuator 14 are shown, in particular the connection 40 forming the interface 17, wherein the connection devices also perform the function of overload protection 21. In the Figures 3b and 3d The overload protection devices 21 each include shearing devices 22.

[0047] According to Figure 3b in a view analogous to Figure 2a A positive-locking connection between the main bolt 30 and the valve actuator 14 is realized via shear connections comprising shear devices 22, wherein the individual connecting pins are designed as shear pins 23. The individual shear pin 23 preferably extends in a radial direction with respect to the main axis HA. 3D figure Shear bolts 38 are provided.

[0048] In contrast, Figure 2c illustrates a force-fit connection and its design as an overload protection device 21. The connection 20 is realized here via a press fit between connecting surfaces 36 on the outer circumference of the main bolt 30 and 37 on the inner circumference of the interface 17, in particular shaft 40, which can be brought into operative contact with each other. The required response force for releasing the connection can be adjusted by the design of the press fit. Reference symbol list

[0049] 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 to coupling lock interface 18Actuating cam 19At least indirect coupling valve actuator / coupling lock 20Valve actuator / main bolt connection 21Overload protection 22Shear device 23Shear pin 25Corner, hook plate 26First connection 27Coupling eye 28Jaw 29Detent 30Main bolt 31Spring accumulator 32Push pin 33Peg rod 34Coupling 35, 35'Rail vehicle 36Connecting surface 37Connecting surface 38Shear bolt HA main axle

Claims

1. Coupling arrangement for establishing a mechanical and a fluid connection between rail 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 principal axis; - an air coupling for coupling with a counter-air coupling of the counter-coupling arrangement, comprising a flow channel connectable to or connected with a railway vehicle compressed air system and a valve arrangement associated with the flow channel, actuated by means of a valve actuator for releasing or pressure-tight sealing of the flow channel, wherein the valve actuator is at least indirectly coupled to the coupling lock of the mechanical draw coupling; characterized by the fact that This includes an overload protection device for decoupling the valve actuator from the dome closure in the event of an overload event.

2. Coupling arrangement according to claim 1, characterized by the fact that which is mechanically connected to the valve actuator and the dome closure.

3. Coupling arrangement according to claim 1 or 2, characterized by the fact that the valve actuator is connected to the dome closure or a component connected to it in a way that prevents it from being driven, and the overload protection device is at least partially formed by the connection, in particular the connecting devices forming it, between the dome closure or the component connected to it in a way that prevents it from being driven and the valve actuator.

4. Coupling arrangement according to claim 3, characterized by the fact that The connection between the dome closure and the valve actuator is designed as a positive-locking and / or force-locking connection, which is designed and arranged in such a way as to fail when a force defining the overload event occurs.

5. Coupling arrangement according to one of claims 1 to 4, characterized by the fact thatThe valve actuator of the air coupling comprises an interface for at least indirect and secure connection to a coupling lock of the draw coupling; the coupling lock of the mechanical draw coupling comprises a hook plate connected to a main bolt defining the main axis and rotatable about this axis between different functional positions, and a coupling eyelet having a first end rotatably connected to the hook plate and a second free end; the hook plate has a jaw designed to receive a second end of a coupling eyelet of a counter-draw coupling; the main bolt or a component securely connected to it has an interface for connection to the valve actuator of the air coupling; and the overload protection device is provided between the main bolt and the interface of the valve actuator.

6. Coupling arrangement according to claim 5, characterized by the fact thatThe valve arrangement comprises a valve seat and a valve body, which is movably positioned between an opening position in which it at least largely or completely releases the flow channel and a closed position in which it seals the flow channel in a pressure-tight manner, wherein the valve actuator engages at least indirectly on the valve body and comprises a connection forming the interface for connection with the dome closure, which is rotatable about a rotation axis aligned with or coinciding with the main axis of the dome closure and which is connected to a cam extending, in particular radially away from the rotation axis, for engagement with the valve body, wherein the non-returnable connection between the connection and the main bolt is formed by mechanical connecting devices and the overload protection device is formed at least partially, preferably completely, by the connecting devices.

7. Coupling arrangement according to claim 6, characterized by the fact that The connection of the valve actuator to the main bolt is connected via at least one of the following connecting devices, designed to transmit the force from the main bolt to the valve actuator in a normal operating mode and to fail in the event of an overload: - shear pin - shear screw - integral and mutually complementary positive locking elements on the main bolt and connection of the valve actuator.

8. Coupling arrangement according to claim 6, characterized by the fact that The connection of the valve actuator to the main bolt is positively connected, in particular frictionally connected, and the positively connected connection is designed to fail in the event of an overload event.

9. Coupling arrangement according to claim 6, characterized by the fact that A slip clutch is provided between the main bolt and the valve drive.

10. Air coupling for a rail vehicle, in particular freight wagon, comprising: a nozzle for coupling the air coupling to a mating air coupling, a compressed air port for connecting the air coupling to a railway vehicle compressed air system and a flow channel connecting the nozzle to the compressed air port; a valve arrangement associated with the flow channel, comprising a valve actuator for moving the valve arrangement into an opening position that at least partially releases the flow channel and a closing position that seals the flow channel in a pressure-tight manner, wherein the valve actuator comprises an interface for at least indirect and secure connection to a coupling lock of a mechanical train coupling; characterized by the fact that The interface is equipped with an overload protection device which is designed to disconnect the connection between the valve actuator and the dome closure when an overload event occurs.

11. Air coupling according to claim 10, characterized by the fact that the interface is designed to accommodate or at least partially provide connecting devices for at least an indirect and secure connection with the dome closure, and the connecting devices are part of or form the overload protection device.

12. Air coupling according to claim 11, characterized by the fact that The interface includes the connection devices formed by or to be received by the interface, form-locking elements and / or force-locking elements, which are integrally formed with the interface or are separate components interacting with it.

13. Air coupling according to one of claims 10 to 12, characterized by the fact thatThe valve arrangement comprises a valve seat and a valve body, which is movably positioned between an opening position in which it at least largely or completely releases the flow channel and a closed position in which it seals the flow channel in a pressure-tight manner, wherein the valve actuator engages the valve body at least indirectly and comprises a connection forming the interface for connecting to the dome closure, which is rotatable about a rotation axis aligned with / coinciding with the main axis of the dome closure and which is connected to a cam extending, in particular radially away from the rotation axis, for at least indirect engagement with the valve body.

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