Coupling assembly

Abstract

The invention relates to a coupling arrangement (1) for establishing a mechanical and a fluid connection between rail-bound vehicles by interaction with a counter-coupling arrangement (1') comprising: a draw coupling (2) for mechanical connection with a counter-draw coupling (2') of the counter-coupling arrangement (1'), comprising a coupling lock (9) rotatable about a main axis (HA) between a coupled position (II) and an uncoupled position (I); with an air coupling (3) with a switchable main air valve (18) with which the flow cross-section of a main air line can be selectively blocked in a closed position and released in an open position, wherein a switching of the main air valve from the closed position to the open position upon rotation of the coupling lock (9) between the uncoupled and the coupled position is mechanically coupled with the rotation of the coupling lock;a switching of the main air valve from the open position to the closed position is mechanically blocked in the coupled position of the dome closure; a switching of the main air valve from the open position to the closed position is mechanically released in the uncoupled position of the dome closure and closing occurs optionally by separate control / actuation of the main air valve.

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 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 The individual functional positions of the mechanical coupling - uncoupled, in particular uncoupled over-engaged position or ready to couple and coupled - are characterized by the position of the coupling lock.

[0003] Air couplings are used in combination with mechanical couplings to establish a mechanical connection between rail vehicles in coupling arrangements, and also to enable a fluid connection between the vehicles. An air coupling is assigned to a rail vehicle and, in conjunction with a mating air coupling, serves in particular to connect fluid or pressure medium-carrying lines. DE 10 2020 121 079 A1 and DE 10 2019 121 649 A1 disclose automatic air couplings for a rail vehicle. 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 used to connect the main air supply lines of two rail vehicles, the establishment of the air coupling must be linked to 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 braking function.Specifically, the coupling closure can be brought into operative connection, at least indirectly, with 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 indirect, non-interruptible connection with a coupling closure of a mechanical drawbar coupling. Thus, the actuation of the main air valve is rigidly coupled to the rotation of the coupling closure, which is designed as a rotary closure. When coupled with the valve actuator, the flow channel of the air coupling is closed in the coupling-ready position of the coupling closure and open in the coupled position. With direct coupling of the actuator or...The valve actuator of the valve assembly, together with a component of the coupling mechanism, in particular the main bolt of the coupling mechanism, and with a drive-resistant connection of the frog to this, rotates the main bolt into the coupled position during coupling and opens the valve assembly. During uncoupling, it rotates again in the opposite direction, closes the valve assembly via the actuator coupled to it, and thus prevents a pressure drop.

[0004] The mechanically forced coupling between the rotation of the coupling lock and the actuation of the valve assembly, especially the main air valve, is now considered disadvantageous. Greater flexibility in controlling the main air valve and the coupling lock is desirable to allow for individual and optimal control of the main air valve in various situations. These situations include shunting on level track, where the detached train section needs to be braked while the remaining section continues without requiring a new pressure increase in the main air line; shunting on a hump yard, where the detached section should not be braked; operation; and in the event of a coupling failure, where the main air line and main air valve must remain open at all times. A simple decoupling mechanism using two completely independent valves would be preferable.However, the controlled and actuated components – coupling lock and main air valve – lead to undesirable and significant additional construction effort and costs, and also introduce safety risks that must be mitigated. In particular, this means that automatic opening of the main air valves is not guaranteed during automatic coupling.

[0005] Furthermore, in the event of overload, failure of components located within the force transmission path can lead to an unintended coupling detachment. Such a 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 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 assigned response force, which, however, releases the coupling connection because the force equilibrium across the coupling eyes is disrupted. There is then a risk that the coupling lock of the damaged coupling will be propelled into the uncoupled coupling with high acceleration due to the feedback from the still intact coupling eye connection of the opposing coupling.The coupling-ready position can be rotated. However, when the coupling between the coupling lock and the actuation of the air coupling valve or the main air line valve is engaged, unlike when uncoupling is intentionally performed at a standstill or at low speeds, this can cause the valve to close, allowing the separated car to continue moving unbraked. This is critical if a triggering event occurs at higher speeds.

[0006] The present invention is based on the objective of decoupling the actuation of the valve assembly, in particular the main air valve and the coupling lock in a coupling head, while simultaneously fulfilling safety requirements reliably and cost-effectively. In particular, it is to be ensured 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] The solution according to the invention is characterized by a coupling arrangement for establishing a mechanical and a fluid connection between rail-bound vehicles by interaction with a counter-coupling arrangement, comprising: A drawbar coupling for mechanical connection with a counter-drawbar coupling of the counter-coupling arrangement, comprising a coupling lock rotatable about a main axis between different functional positions, in particular a coupled position and an uncoupled position; an air coupling with a switchable valve arrangement, in particular a main air valve, with which the flow cross-section of a main air line can be selectively blocked in a closed position and released in an open position, wherein a switching of the main air valve from the closed position to the open position upon rotation of the coupling lock between the uncoupled and the coupled position is mechanically coupled with the rotation of the coupling lock; a switching of the main air valve from the open position to the closed position is mechanically blocked in the coupled position of the coupling lock;The main air valve is mechanically released from the open position to the closed position when the coupling lock is uncoupled, and closing can optionally occur via separate control / actuation of the main air valve.

[0009] In a particularly advantageous further development, the switching of the valve arrangement, in particular the main air valve, from the open position to the closed position is mechanically blocked in the transition area during the transition of the coupling closure from the coupled position to the uncoupled position.

[0010] The main air valve is therefore fundamentally blocked in the coupled state and also in the uncoupled position, as well as in the intermediate positions. In the uncoupled position of the coupling lock, the switching is dependent on the simultaneous presence of two conditions: the mechanical release of the blockage and the separate actuation – manual or automatic – e.g., the (automatic) activation of the valve assembly, in particular the main air valve.

[0011] The term "circuiting a valve arrangement" refers in particular to the actuation of the valve components to open and release a flow cross-section, especially the flow cross-section of the main air line.

[0012] The solution according to the invention offers a particularly reliable switching behavior of the valve arrangement, especially of the main air valve in a coupling head of a train coupling, taking into account various safety requirements and at the same time avoiding the expense of having to provide two completely separate control systems and actuators for the main air valve and the coupling lock in the coupling head. In particular, in the event of an unintentional coupling separation, the closing of the valve arrangement, especially the main air valve, can be reliably prevented.

[0013] In particular, it can also be advantageously prevented that, in a train, especially a train consist, whose rail vehicles are coupled to one another with coupling arrangements according to the invention, the main air valve in / on a coupling head, for example behind a locomotive or railcar, is accidentally closed, both mechanically and with their fluid lines, especially main air lines, while the train consist is in motion, and that this would block the transmission of a brake signal or the air supply to the braking devices. Such a brake signal or a brake request is transmitted within the train consist by means of a pressure drop in the main air line being passed from vehicle to vehicle.An accidentally closed main air valve at any point in the main air line, except at the coupling head at the free end of the vehicle assembly, which must be closed, would impede or prevent the propagation of the compressed air drop or the air supply to the brake devices.

[0014] At the same time, the solution according to the invention makes it advantageously possible to selectively brake only one part of the train during shunting operations, preferably without the required pressure reduction in the main air line of the entire train, as well as to shunt wagons without braking or hard braking, for example on a hump yard.

[0015] The valve arrangement, in particular the main air valve, comprises a valve body that is movable, and preferably reciprocally displaceable, to block and release the flow cross-section of the main air line. The main air valve can be switched via a manually operated or automatically controlled actuator to move the main air valve from the open to the closed position. Intermediate positions between a fully closed position and a fully open position could also be set.

[0016] In an advantageous embodiment, the valve arrangement, in particular the main air valve, comprises a spring accumulator which applies a spring force to switch the main air valve from the closed position to the open position, wherein the main air valve can only be switched to the closed position against the spring force.

[0017] In an advantageous design implementation, a driver rotatable about the main axis is used to switch the main air valve from the closed position to the open position when the coupling closure is rotated between the uncoupled and coupled positions. This driver engages at least indirectly in a mechanical connection with the main air valve, in particular its valve body or a transmission device coupled to it, in order to move it from the closed position to the open position. A locking device is also included for mechanically blocking the switching of the main air valve from the open position to the closed position, in the coupled position, and if necessary, in the closed position.in the transition area from the coupled to the uncoupled position of the dome closure, which in a mechanical operative connection acts at least indirectly on the main air valve, in particular its valve body, in order to mechanically block adjustment, is provided.

[0018] The functions of the driver and locking device can be determined by a) different and separate components or b) forming a combined drive and locking device unit from components grouped together or c) formed on an integral component.

[0019] Variant c) represents a particularly advantageous design, as the coordination effort with regard to the individual functions is the least prone to errors.

[0020] A particularly simple and easily manufactured embodiment comprises a cam segment, preferably a cam or guide, rotatable about the main axis and at least indirectly linked to the rotation of the dome closure, in particular directly to the dome closure or to a main bolt that can be described along the main axis, forming guide surfaces. This cam segment is preferably a cam or guide for at least indirect interaction with the valve body or a transmission device connected to or acting on it, in particular a plunger, when the dome closure rotates. First guide surfaces form the locking device and thus serve to mechanically block the switching of the valve assembly. Second guide surfaces take over the function of the driver and, in conjunction with the valve body or a transmission device connected to or acting on it, serve to open the valve assembly.

[0021] At least indirect cooperation includes direct contact or via transmission devices.

[0022] The locking device, in particular the first guide surfaces, is designed and arranged to block the switching of the main air valve from the open to the closed position by translational displacement of the valve body. Specifically, the valve body is held in the same position by mechanical locking, regardless of any actuation via an actuator. This is achieved either by directly supporting the valve body or by a plunger connected to it and acting as a transmission device against the first guide surface. The first guide surface is designed to function as a guide surface for blocking movement of the valve body even in the transition range between the coupled and uncoupled positions.

[0023] The second guide surfaces, which form the function of the driver, are designed and aligned in such a way as to effect, in direct cooperation with the valve body or a transmission element connected to it, a driving action and thus actuation of the valve arrangement from the closed to the open state when rotated about the main axis in the direction which corresponds to the rotation of the coupling closure from the uncoupled position to the coupled position.

[0024] Between the second and first guide surfaces, a clearance is provided in a direction of rotation about the main axis, which corresponds to the direction of rotation of the drive and locking device when the coupling lock is rotated between the coupled and uncoupled positions. This clearance is defined, in the case of a cam segment, by the segment contours in the direction of rotation about the main axis, or, in the case of a cam disc, by a separately provided clearance on the segment, preferably formed by an open-edged recess that also forms the second guide surfaces.

[0025] The cam segment or cam disc is positioned such that, in the position of the cam segment coinciding with the uncoupled position of the coupling lock, the valve body or the transmission device connected to or acting on it faces the free space or projects into it. In this state, adjustment of the valve body is enabled and can therefore occur when the actuator is separately actuated / controlled.

[0026] In a particularly advantageous and simple embodiment, the first guide surfaces can be described by a radius relative to the main axis, and the second guide surfaces are aligned at an angle to the first guide surface.

[0027] Preferably, the actuator can be operated automatically and / or manually.

[0028] There are several possibilities regarding the design of the valve arrangement. Preferably, the valve arrangement is remotely controlled, automatically and / or manually actuated against the spring force, in order to move the valve body, which is held in the open position by spring force, from the locked position to the unlocked position when the coupling is released. Thus, in the uncoupled position of the coupling, the main air valve can only be closed when an additional actuating force is applied, i.e., when the actuator is manually actuated or activated.

[0029] The valve arrangement, in particular the main air valve, is preferably remotely controllable, for example from the driver's cab of a vehicle driver.

[0030] In particular, a control device is provided, as well as an actuator that is coupled to the control device and the main air valve for switching the main air valve, wherein the control device is coupled, in particular connected, to a manually operable input device, for example in the driver's cab, for remote control of the main air valve, and the closing of the main air valve is blocked by switching conditions stored in the control device. For example, it is monitored whether the main air valve at the free end of the train is closed before the main air valve in the controlled coupling head is opened, so that an undesired loss of compressed air beyond the free end of the train is avoided.

[0031] The ability to switch can therefore be made subject to additional conditions.

[0032] Particularly preferably, the main air valve according to the present invention comprises a spring accumulator which applies a spring force to switch the main air valve from the closed position to the open position, wherein the main air valve can only be switched to the closed position against the spring force. This provides additional safety to prevent the main air valve from unintentionally being in the closed position.

[0033] The invention will be described below by way of example with reference to embodiments and the figures. The figures show: Figure 1a shows a combined drive and locking device; Figures 1b and 1c show possible embodiments of a drive and locking device in a top view; Figures 2a to 2e illustrate the interaction of the combined drive and locking device with the valve assembly; Figures 3a and 3b show the possible interaction of the cam disc and the actuation of the valve assembly in the uncoupled position of the coupling assembly for the last car; Figure 4 shows a simplified schematic representation of the construction of a coupling assembly; Figures 5a and 5b show a section of a coupling in different functional positions.

[0034] The Figures 1a and 1bFigures 1 and 1c illustrate, in a highly simplified schematic representation, the structure of a combined drive and locking device rotatable about a main axis HA for a coupling arrangement 1, which necessarily opens a valve arrangement 18, in particular a main air valve, when coupling, but only closes it when uncoupling if independent actuation, in particular control of the valve arrangement 18 via a, in particular separate, actuator 26, takes place.

[0035] The structure of the coupling arrangement 1 is schematically simplified and shown as an example in the Figure 4The following is shown. To illustrate the individual directions, a coordinate system is provided as an example. 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, that is, the direction perpendicular to the longitudinal direction in the horizontal plane, and the Z-direction describes the vertical direction.

[0036] The coupling arrangement 1, which can be provided on a rail vehicle S, comprises a mechanical draw coupling 2 for establishing a mechanical connection with a compatible mating draw coupling (not shown) of a mating coupling arrangement, which can be provided on another rail vehicle, and further comprises at least one additional functional component in the form of an air coupling 3 for coupling with a compatible mating air coupling of the mating coupling arrangement. The air couplings 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. The individual air coupling 3 serves in particular to connect the main air lines provided on the individual rail vehicles for supplying the compressed air for the brake control. The air coupling 3 is shown here by way of example arranged above the coupling head 4, but can be positioned elsewhere.The air coupling 3 comprises, for example, a nozzle 16 for coupling with a nozzle of a counter-air coupling and a pressure port 15 for coupling / connection to the main air line. Both are coupled to each other via a flow channel 17. The air coupling 3 includes a valve arrangement 18, which is designed to selectively block or open a flow channel 17, in particular the main air line. The valve arrangement 18 is switchable. For this purpose, an actuator 26, which can be controlled manually or via a control unit 30, is provided.

[0037] The mechanical coupling 2 for mechanically connecting two rail vehicles generally comprises a coupling head 4, optionally a coupling rod 5, and an interface 6 for connection to the rail vehicle S. 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 S is achieved, for example, via a draw / buffer device 7 connected to the coupling rod 5 by means of a joint 8 and interacting with an interface on the vehicle, in particular with pull and push stops, forming a connection structure, or via another type of linkage 8 not shown here, using a bearing block, etc.

[0038] The Figures 5a and 5bThe coupling heads 4 of the draw coupling 2 and 4' of the counter-draw coupling 2' of the coupling arrangement 1 and counter-coupling arrangement 1' are illustrated by way of example in a top view using a section from these. The coupling heads 4, 4' are in Figure 5a shown here in the mechanically coupled position and thus the coupled position II of the coupling lock. Figure 5b shows the coupling heads 4, 4' in the uncoupled state and thus position II.

[0039] To achieve the mechanical connection of the mechanical couplings 2, 2' of a mating coupling arrangement 1, 1', each mechanical coupling 2, 2' comprises a corresponding coupling lock 9, 9' with a locking mechanism 14, 14'. The mechanical couplings 2, 2' must be compatible with each other for coupling purposes. The individual coupling lock 9, 9' is designed as a rotary lock. This includes a so-called frog 10, which is rotatable about a rotation axis HA, vertically oriented when viewed in the installed position on the rail vehicle S, and which is formed by a hook plate. For this purpose, the frog 10 is mounted, for example, on a main bolt 12 and connected to it in a way that prevents it from moving. A coupling eye 11 is rotatably connected to a coupling eye axis KA in a first end region of the frog 10.In a second end area, the core 10 has a recess forming a so-called jaw 13, which is designed and arranged in such a way as to form a barb for transmitting tensile forces when interacting with the coupling eye 11' of a compatible counter-pull coupling 2' in the coupled position II.

[0040] The core 10 is located around the main axis HA between different functional positions, a decoupled position I ( Figure 5b ) and a coupled position II ( Figure 5a ) and vice versa. The targeted rotation between the coupled and uncoupled positions can be remotely controlled, via a drive (not shown in detail here), in particular a uncoupling device, or via a manual operating device. These then act at least indirectly on the coupling mechanism.

[0041] In the Figure 5aThe coupled state of the two coupling heads 4, 4' is shown, in which the frogs 10, 10' have received the free ends of the coupling eyes 11, 11' and have been twisted in such a way that the two coupling heads 4, 4' are locked together tensile-tight via the frogs 10, 10' and the coupling eyes 11, 11'. In the Figure 5b Figure 1 shows an uncoupled position, which can also be described as a coupling-ready position. In this position, the coupling lugs 11, 11' can be removed from the mouths of the frogs 10, 10'. The coupled position II and the uncoupled position I thus differ from each other in the rotational position of the frogs 4.

[0042] In order to ensure the safety requirements for the actuation of the valve arrangement 18 and thus the release or blocking of the main air line or the main air valve depending on the coupling locking positions I and II, the switching of the main air valve from the closed position to the open position when the coupling lock 9 is rotated between the uncoupled I and the coupled II position is mechanically coupled to the rotation of the coupling lock 9, the switching of the main air valve from the open position to the closed position in the coupled position II of the coupling lock is mechanically blocked, and the switching of the main air valve from the open position to the closed position in the uncoupled position II of the coupling lock 9 is mechanically released, but closing only occurs optionally when the main air valve is separately controlled / actuated, in particular by actuating the actuator 26.

[0043] To make this relatively simple, a combined drive and locking device, as in the Figures 1a to 1c schematically simplified representation in the form of a cam disc 24 according to Figure 1a and according to Figure 1b in a top view or of a cam segment 24c according to Figure 1cThe cam disk 24 is rotatable about the main axis HA of the coupling lock and is fixedly connected to the coupling lock or to a main bolt 12 that can be described by the main axis HA. The cam disk 24 is designed to interact with the valve body 19 or a transmission device 27 of the valve assembly 18 connected to or acting on it, in particular a plunger, when the coupling lock 9 is rotated. It comprises first guide surfaces 22 that form the locking device 21 and second guide surfaces 23 that perform the function of the driver 20. Between the second guide surface 23 and the first guide surface 22, a clearance 25 is formed in the direction of rotation about the main axis from the coupled to the uncoupled position of the coupling lock 9. This clearance is necessary to release the actuation of the valve assembly 18 when the valve assembly is to be closed by active, separate actuation via the actuator 26.However, closing can also be achieved by the cam disc, by releasing the actuation of the main air valve.

[0044] Figures 1a and 1b The figure shows the embodiment with cam disk 24, which has first guide surfaces 22 on its outer circumference, describable by a radius, for interaction with the valve body 19 or transmission device 27. An open-edged recess is provided, which forms the second guide surfaces 23 for interaction with the valve body 19, in particular the transmission device 27 or actuating device, when the coupling closure 9 is rotated from the uncoupled to the coupled position and is designed to move the valve body 19 into the open position. The second guide surface 23 is arranged at an angle to the first guide surface 22, with the first directly adjoining the second to hold the valve body in the closed position in the coupled position.

[0045] The open-edged recess forms a free space 25 which allows the movement of the valve body 19 or the transmission device 27 coupled to it, which is required to release the actuation of the valve arrangement 18.

[0046] The Figure 1c Figure 24c illustrates the combined drive and locking device in the form of a cam segment. Here, the clearance 25 in the direction of rotation about the main axis between the coupled and uncoupled positions is formed between the second guide surface 23 and the first guide surface 21.

[0047] The Figures 2a to 2e The position of a cam disc 24 is illustrated schematically and simplified according to Figure 1a, 1b relating to the individual positions I, II of the dome closure 9 and the actuation of the valve arrangement 18.

[0048] The Figure 2aFigure 1 shows the arrangement and positioning of the first and second guide surfaces 22 and 23 in the coupled position II of the coupling lock 9 relative to the transmission device 27. When coupled, the valve assembly 18, in particular the main air valve, must not be able to close, because otherwise the main air line would no longer be open, which would lead to a partial or total failure of the train's brakes. Therefore, the unintentional closing of the valve assembly must be prevented.

[0049] The cam disk 24 is positioned in the coupled position II such that the valve assembly 18, in particular the plunger or the transmission device 27 to the valve body 19 of the valve assembly 18, cannot be actuated and is mechanically blocked. The cam disk 24 reliably prevents any stroke of the plunger by guiding it along the first guide surfaces 22. Closing of the valve assembly 18 by the actuator 26 is not possible, even if it were to be unintentionally activated.

[0050] In the Figure 2b The process shown is for uncoupling, in which the valve arrangement 18 may also close the main air line, but depending on the application, it does not necessarily have to. Figure 2bThis shows the state when the valve assembly 18 is to remain open. This is the case in the event of an unintentional coupling failure. The main air line is then vented and the train / wagon is braked. If the valve assembly 18 is opened according to Figure 2c When closed, the existing air pressure in the main air line is maintained. The situation according to Figure 2c This is particularly desirable when uncoupling is intentional or planned.

[0051] During uncoupling, the core 10 of the coupling lock 9 rotates. Because the cam disk 24 is mechanically, and in particular rigidly, connected to the axis of rotation of the coupling lock or the main bolt 12, the cam disk 24 rotates with it. This rotation positions the recess or clearance 25 of the cam disk 24 in the uncoupled position I of the coupling lock 9 in front of the transmission device 27 of the valve assembly 18. A spring device 30 initially holds the valve assembly 18 open. The path to closing the valve assembly 18, and thus for the transmission device 27, designed as a plunger and connected to the valve body 19, is now clear. See Figure 2b .

[0052] The valve assembly 18, in particular the HL valve, can be closed. However, the actuator 27 must first be actuated. This is shown in Figure 2c reproduced. The one in Figure 2bThe depicted condition corresponds to the case where the main air line is to be vented intentionally after uncoupling, or to the desired condition in the event of unintentional uncoupling or unintentional coupling failure.

[0053] In de Figure 2b The process shown is for uncoupling, in which the valve arrangement 18 may also close the main air line, but depending on the application, it does not necessarily have to. Figure 2b This shows the state when the valve assembly 18 is to remain open. In this position, the switching of the valve assembly 18 is mechanically enabled, but the actuator 26 is not active.

[0054] The main air line is then vented and the rail vehicle assembly / wagon is braked.

[0055] Is the valve arrangement 18 installed according to Figure 2c By activating actuator 26, the existing air pressure in the main air line is maintained. This situation according to Figure 2cThis is particularly desirable when decoupling is planned or intended with closing of the main air line valve, i.e. mechanical release of the valve device and possible activation by actuator 26.

[0056] Figure 2dFigure 24 shows the position of the cam disc 24 in the uncoupled position I of the coupling lock 9 during the desired transition to the coupled position II. The coupling 2 is engaged, and the valve assembly 18 is opened again. When coupled, the valve assembly 18 must be open to ensure the main air line is continuous throughout the train and the brakes are functional. The coupling process occurs when two rail vehicles, in particular two coupling assemblies 1, 1', collide. This process rotates the coupling lock 9, in particular the frog, back into the coupled position II, with the cam disc 24 rotating along with it due to the fixed coupling. The cam disc 24 actuates the transmission device, in particular the plunger of the valve assembly 18, via the second guide surface 23 formed by the inclined surface in the recess, thereby opening the valve assembly.Actuator 26 does not necessarily have to be switched off; it may also be switched on.

[0057] If the actuator 26 is switched on, the valve assembly 18 is opened against the force of the actuator 26. If the actuator 26 is switched off, the spring assembly 30 opens the valve assembly 18.

[0058] Figure 2e This shows the state when the coupling is re-engaged. When coupled, the valve assembly 18, in particular the HL valve, must under no circumstances be closed, because otherwise the main air line would no longer be open, which would lead to a partial or total failure of the train's brakes. This means that the unintentional closing of the valve assembly 18 must be prevented. The cam disc 24 is positioned in the coupled position II such that the plunger of the valve assembly 18, in particular the HL valve, cannot be actuated. The cam disc 24 prevents any stroke.

[0059] This prevents the actuator 26 from closing, even if it were to be switched on unintentionally.

[0060] The Figures 3a and 3b These show examples of the possible states for the last car. According to Figure 3a The coupling on the last car is uncoupled and the valve assembly is closed. This last coupling of the train is not coupled. When uncoupled, the valve assembly 18, in particular the main air valve, can be closed as described above, but it does not have to be. It may also remain open.

[0061] If the main air valve remains open, the main air line is vented and the train / wagon is braked. If the valve assembly is closed, especially the main air valve, the existing air pressure in the main air line is maintained. This is in Figure 3b reproduced.

[0062] This allows for the following applications: closing the valve assembly, in particular the main air valve at the last coupling of the train. This function can be used to build up air pressure in the main air line. When it is high enough, the brakes are released and the train can be moved.

[0063] In the uncoupled position II of the coupler, the actuator 26 can close the HL valve, as described above, in which the actuator is controlled. See Figure 3a. Figure 3b The diagram shows the opening of the HL valve at the last coupling of the train: This function can be used to initiate a targeted braking of the entire train, for example in emergency situations.

[0064] In the disengaged position of the coupling lock, and thus the coupling, the actuator can open the HL valve as described above, in which case the actuator is deactivated. The spring pulls the plunger back and opens the HL.

[0065] The actuator 26 must be controlled by a safe control system. The responsibility for preventing the unintentional activation of the valve assembly 18, in particular the high-pressure valve, and thus the closing of the high-pressure line, is divided between the mechanical interlock provided by the combination of cam disc 24 / valve body 19 or transmission device 27, such as a plunger, and the electrically actuated actuator 26.

[0066] The reliable command to switch on the HL valve can come from the locomotive or the wagon. Reference symbol list

[0067] 1, 1'Coupling assembly 2, 2'Mechanical draw coupling 3, 3'Air coupling 4, 4'Coupling head 5Coupling rod 6Coupling / rail vehicle interface 7Pulling and / or bumping device 8Joint 9Coupling lock 10Corner 11Coupling eye 12Main bolt 13Jaw 15Pressure nozzle 16Spout 17Flow channel 18Valve assembly 19Valve body 20Driver 21Locking device 22First guide surface 23Second guide surface 24Component / Curve disc 25Clearance 26Actuator 27Transmission element 28Valve seat 30Spring assembly HAMain bolt axis KAKCoupling eye axis SRail vehicle IICoupled position IUncoupled position

Claims

1. Coupling arrangement (1) for establishing a mechanical and a fluid connection between rail-bound vehicles by interaction with a counter-coupling arrangement (1'), comprising: a draw coupling (2) for mechanical connection with a counter-draw coupling (2') of the counter-coupling arrangement (1'), comprising a coupling lock (9) rotatable about a main axis (HA) between a coupled position (II) and an uncoupled position (I);with an air coupling (3) with a switchable valve arrangement (18), in particular a switchable main air valve, with which the flow cross-section of a main air line can be selectively blocked in a closed position and released in an open position, wherein a switching of the main air valve from the closed position to the open position upon rotation of the coupling closure (9) between the uncoupled to the coupled position (I, II) is mechanically coupled with the rotation of the coupling closure (9); a switching of the main air valve from the open position to the closed position is mechanically blocked in the coupled position (II) of the coupling closure (9);a switching of the main air valve from the open position to the closed position in the uncoupled position (I) of the dome lock (9) is mechanically released and closing optionally occurs by separate control / actuation of the main air valve.; 2. Coupling arrangement (1) according to claim 1, characterized by the fact that a switching of the main air valve from the open position to the closed position is mechanically blocked during the transition of the coupling lock (9) from the coupled position to the uncoupled position (II, I).

3. Coupling arrangement (1) according to one of the preceding claims, characterized by the fact thatthe main air valve has a valve body (19) which is movable, in particular translationally displaceable, to block and release the flow cross-section of the main air line, wherein the main air valve can be switched via a manually actuated or automatically controlled actuator in order to move the main air valve from the open to the closed position.

4. Coupling arrangement (1) according to claim 3, characterized by the fact that the main air valve comprises a spring accumulator (30) which applies a spring force to switch the main air valve from the closed position to the open position, wherein the main air valve can only be switched to the closed position against the spring force.

5. Coupling arrangement (1) according to one of the preceding claims; characterized by the fact thatThis includes: a driver (20) rotatable about the main axis for switching the main air valve from the closed position to the open position when the coupling closure (9) is rotated between the uncoupled and coupled positions (I, II), which engages at least indirectly in a mechanical connection with the main air valve, in particular its valve body (19), in order to move it from the closed position to the open position; a locking device (21) for mechanically blocking a switching of the main air valve from the open position to the closed position, in the coupled position (II) and, if necessary, in the transition area from the coupled to the uncoupled position (II, I) of the coupling closure (9), which engages at least indirectly in a mechanical connection with the main air valve, in particular its valve body (19), in order to mechanically block any adjustment.

6. Coupling arrangement (1) according to claim 5, characterized by the fact that the locking device (21) and the driver (20) are combined in a single assembly, in particular formed on an integral component.

7. Coupling arrangement (1) according to one of the preceding claims, characterized by the fact thatThis includes a cam disk segment (24c), preferably a cam disk (24) or cam guide, which is rotatable about the main axis (HA), at least indirectly connected to the dome closure (9), in particular to a main bolt (12) that can be described by the main axis (HA), and which forms guide surfaces and which interacts with the valve body (19) or a transmission device (27) connected to or acting on the valve body, in particular a plunger when the dome closure (9) is rotated, wherein first guide surfaces (22) form the locking device (21) and second guide surfaces (23) assume the function of the driver (20), wherein the first guide surfaces (22) mechanically block the switching of the valve arrangement (18) from the open to the closed position:

8. Coupling arrangement (1) according to claim 7, first guide surfaces (22) describable by a radius with respect to the main axis (HA), second guide surfaces (23) aligned at an angle to the first guide surface (23), in particular a recess (25) in a cam disc segment or cam disc (24) such that, in at least indirect interaction with the valve body (19) of the valve arrangement (18), in particular the tappet, the valve body (19) is moved into the open position.

9. Coupling arrangement (1) according to claim 7 or 8, wherein a free space (25) is formed between the second and first guide surfaces (23, 22) in the direction of rotation from the coupled to the uncoupled position (II, I) to release a path for the valve body (19) or a transmission device (27) coupled to or acting on it.

10. Coupling arrangement (1) according to one of the preceding claims characterized by the fact thatthe coupling lock (9) has a frog (10) rotatable about the main axis (HA) with a hinged coupling eye (11) and a jaw (13) for receiving a coupling eye (11) of a matching or compatible coupling head.

Images