Pneumatic valve, pneumatic railway coupler arrangement and railway coupler

Abstract

The present invention relates to a pneumatic valve (1, 1') comprising a valve body (10) having an inlet (11), a first outlet (12) and a second outlet (13), a distribution spool (20) movable in a channel between a first position (P1) that connects the inlet (11) to the first outlet (12) and a second position (P2) that connects the inlet (11) to the second outlet (13), a first activation inlet (15) connected to a first activation surface (21) to urge the distribution spool (20) towards the first position (P1), a plunger (23) connected to the distribution spool (20) such that a mechanical force on the plunger (23) in a direction towards the distribution spool (20) urges the distribution spool (20) towards the second position (P2), said plunger (23) being accessible from outside the valve body (10), The invention also relates to a railway coupler arrangement (100, 100', 100'', 100''') and a railway coupler (1000) comprising such a valve (1, 1').

Description

[0001] PNEUMATIC VALVE, PNEUMATIC RAILWAY COUPLER ARRANGEMENT AND RAILWAY COUPLER

[0002] TECHNICAL FIELD

[0003] The present invention relates to a pneumatic valve for a pneumatic railway coupler arrangement, and to a pneumatic railway coupler arrangement for operating a target device using the pneumatic valve. The invention also relates to a railway coupler.

[0004] BACKGROUND

[0005] Within the field of railway couplers, a mechanical coupler is used to establish a mechanical connection between a coupler on a first railway vehicle and a similar coupler on a second railway vehicle. An electrical connection is also established by coupling electrical couplers of each railway vehicle to each other.

[0006] In a coupling sequence, the mechanical connection is established first and is generally an automatic coupling that is initiated by the mechanical couplers coming into contact with each other. A pneumatic railway coupler arrangement then serves to provide a coupling of the electrical couplers. When uncoupling the couplers, the sequence is reversed so that the electrical couplers are uncoupled and retracted before the mechanical coupling is uncoupled. This serves the purpose of protecting the electrical couplers.

[0007] The pneumatic railway coupler arrangement is typically activated for uncoupling by receiving a pneumatic uncoupling command, but it is also possible to provide a manual activation by uncoupling the electrical coupler and then using an uncoupling handle provided on the coupler to separate the mechanical couplers. This manual uncoupling may be used in situations where the railway vehicle is shut down so that no uncoupling command can be given due to lack of pressurized air after a power failure. However, after manual uncoupling the pneumatic railway coupler arrangement must be reset to the uncoupling position by giving the uncoupling command as soon as power returns to the railway vehicle. Otherwise, the electrical coupler will move forward immediately when pneumatic pressure is restored, thereby risking damage to the electrical coupler. If the operator forgets to perform the reset, there is therefore a risk of damage to the electrical coupler and to any other components of the coupler that are operated by the pneumatic railway coupler arrangement.

[0008] Also, the manual uncoupling of the electrical coupler is typically cumbersome since access to the electrical coupler for many couplers is provided only underneath the coupler itself.

[0009] It is also possible to design the pneumatic railway coupler arrangement for operating other components of the coupler, beside the electrical coupler. Such components may include a centering device that serves to hold the coupler in a centered position when it is not coupled, an indicator to show an operator whether the coupler is coupled to a similar coupler, or a brake valve for providing a supply of pressurized air to a brake system of a similar coupler. However, providing such additional functionality also renders the pneumatic railway coupler arrangement increasingly complex and therefore increases cost even further.

[0010] Known pneumatic arrangements for railway couplers are typically very complicated with a plurality of components that must interact in the intended way in order to operate as intended. Therefore, each pneumatic arrangement is individually adapted to the type of coupler where it is to be used. This means that pneumatic arrangements are costly and also cumbersome to service since each design is unique.

[0011] There is therefore a need for a pneumatic valve and a pneumatic railway coupler arrangement that are able to solve these problems.

[0012] SUMMARY

[0013] The object of the present invention is to eliminate or at least to minimize the problems discussed above. This is achieved by a pneumatic valve and a pneumatic railway coupler arrangement as well as a railway coupler according to the appended independent claims. The pneumatic valve of the invention comprises a valve body having an inlet, a first outlet and a second outlet, and also having an inner channel for receiving a distribution spool. Furthermore, the pneumatic valve comprises a distribution spool arranged in the channel and movable between a first position in which the inlet is connected to the first outlet and a second position in which the inlet is connected to the second outlet. The pneumatic valve also comprises a first activation inlet in the valve body connected to a first activation surface of the distribution spool such that pressurized air received in the first activation inlet reaches the first activation surface to urge the distribution spool towards the first position. The pneumatic valve further comprises a plunger connected to the distribution spool such that a mechanical force on the plunger in a direction towards the distribution spool urges the distribution spool towards the second position, said plunger being accessible from outside the valve body. By using pneumatic activation at the first activation inlet, the service life and / or the reliability of the valve can be expected to be high and the shape and / or size of the first activation inlet can be chosen more freely, since no moving mechanical element is used to urge the distribution spool towards the first position.

[0014] By providing the pneumatic valve with a pneumatic activation at the first activation inlet and a mechanical activation at the plunger, a bistable valve is achieved with pneumatic operation to move the distribution spool to the first position and with a mechanical reset and override that ensures that the distribution spool can be brought to the second position through mechanical activation regardless of whether pressurized air is supplied to the first activation inlet.

[0015] Suitably, the pneumatic valve further comprises a second activation inlet in the valve body connected to a second activation surface of the distribution spool such that pressurized air received in the second activation inlet reaches the second activation surface to urge the distribution spool towards the second position, wherein the first activation surface has a first area and the second activation surface has a second area, and wherein the second area is larger than the first area. By providing the second activation surface larger than the first activation surface, it is ensured that the pneumatic valve is able to move to the second position even when pressurized air is provided to both the first activation inlet and the second activation inlet at the same time. In practice, this means that as long as pressurized air is received in the second activation inlet, the distribution spool reaches the second position regardless of whether pressurized air is supplied to the first activation inlet or not. When using the pneumatic valve in a pneumatic railway coupler arrangement, this means that an uncoupling command given by supplying pressurized air to the second activation inlet always results in an intended deactivation or activation of a target device such as an electrical coupler that is controlled by the pneumatic valve.

[0016] By providing the mechanical plunger, a manual reset to the second position is also enabled so that a manual uncoupling in situations where no pressurized air is available will reliably take place and so that the need for a separate reset command by supplying pressurized air to the second activation inlet is eliminated. This ensures that the pneumatic valve is reset in a reliable and efficient way to minimize the risk of damage to components controlled by the valve such as an electrical coupler.

[0017] Furthermore, a main advantage of the pneumatic valve of the present invention is that it can be used both to detect a mechanical coupling to an opposing coupler, and to operate components such as an electrical coupler, a centering device, a brake valve or act as a mechanical indicator valve, when placed in a pneumatic railway coupler arrangement, without requiring further components. Several functions are thereby provided in the same pneumatic valve, simply by ensuring that the valve reaches the second components both by receiving pressurized air to the second activation inlet and by providing the manual plunger as a reliable manual reset.

[0018] Suitably, the second activation surface is at least 10 % larger than the first activation surface, preferably at least 30 % larger and more preferably at least 50 % larger. Thereby, the pneumatic valve reaches the second position in a reliable and convenient manner. When providing the second activation surface larger than the first, the pneumatic valve is able to move more quickly to the second position and this enables control over a delay time before the pneumatic valve switches from the first position to the second position. In some embodiments, it is advantageous to minimize the delay, and in such embodiments, it is beneficial to provide the second activation surface at least 30 % larger or even at least 50 % larger than the first activation surface since this ensures a larger pressure difference inside the valve.

[0019] The first activation surface of the distribution spool is suitably arranged such that it is facing an opening of the first activation inlet. Thereby, the valve can be reset if the distribution spool is prevented from moving from the second position to the first position by wear or dirt at the plunger causing the plunger to get stuck. By providing the first activation surface to face the opening of the first activation inlet, it is rendered accessible by external means such as pushing an object through the first activation inlet towards the distribution spool to enable a movement to the first position.

[0020] Suitably, the pneumatic valve also comprises an actuator that is accessible from an outside of the valve body, and the actuator is configured to move the distribution spool towards the first position when activated. Thereby, the distribution spool can be reset without having to open the valve body to insert external means.

[0021] The present invention also concerns a pneumatic railway coupler arrangement for a railway coupler that comprises a mechanical coupler for connecting to an opposing railway coupler. The pneumatic railway coupler arrangement comprises a pneumatic valve according to the invention, an MRP inlet that is configured to be connected to a main reservoir pipe of a rail vehicle for receiving pressurized air, said MRP inlet being connected to the inlet of the pneumatic valve. Also, the arrangement comprises an MRP valve having a first MRP valve inlet connected to the MRP inlet and a second MRP valve inlet configured to be connected to a main reservoir pipe of the opposing coupler for receiving pressurized air, said MRP valve further comprising an MRP valve outlet that is connected to the first activation inlet of the pneumatic valve. The MRP valve is configured to supply a flow of pressurized air from the MRP valve outlet to the first activation inlet when the second MRP inlet is connected to the opposing coupler. Furthermore, the pneumatic railway coupler arrangement comprises at least one target device connected to at least one of the first outlet and second outlet of the pneumatic valve for receiving pressurized air from the pneumatic valve.

[0022] The pneumatic railway coupler arrangement is particularly advantageous in being able to reliably control operation of at least one target device using few components in a cost-efficient way that limits the need for maintenance. Also, the pneumatic valve of the arrangement is reliably reset using a manual operation of the plunger when no pressurized air is available to ensure that operation can continue without a separate reset operation provided when pressurized air returns. Furthermore, the pneumatic valve is able to act as a mechanical indicator valve and detect the presence of the opposing coupler by pressurized air being received to the first activation inlet and to ensure that the at least one target device is activated and deactivated with a suitable delay time due to the time it takes for the pneumatic valve to switch from the second position to the first position and vice versa.

[0023] Suitably, one target device is an indicator for indicating a coupling to the opposing coupler, wherein the indicator is configured to be activated by receiving pressurized air from at least one of the first outlet and the second outlet. Thereby, the pneumatic valve is able to act as a mechanical indicator valve and to indicate the coupler is coupled. This can take place by the rotation of the main shaft causing a change of the indicator (such as a lamp switching on or off, or a sound signal being emitted) or alternatively by the uncoupling of the opposing coupler causing a change of the indicator (such as a lamp switching on or off, or a sound signal being emitted) . An operator is thereby reliably informed of whether the coupler is actually mechanically coupled.

[0024] Also, one target device may be a centering device configured to hold at least the mechanical coupler in a centered position, and the centering device may be configured to be activated when pressurized air is received from the second outlet or to be deactivated when pressurized air is received from the first outlet. Thereby, the pneumatic railway coupler arrangement is able to control the centering device to ensure that the mechanical coupler is stabilized and centered in situations where it is not coupled to the opposing coupler. This is highly advantageous in ensuring that the mechanical coupler is in a correct position for coupling when an opposing coupler approaches, and also in ensuring that the coupler is held in a suitable position for movements in an uncoupled state.

[0025] One target device is suitably an actuator for an electrical coupler and the first outlet is connected to a coupling inlet of the actuator and the second outlet is connected to an uncoupling inlet of the actuator. Thereby, the pneumatic railway coupler arrangement is able to control extension and retraction of the electrical coupler for coupling to the opposing coupler.

[0026] It is highly advantageous to be able to control more than one target device using the pneumatic railway coupler arrangement since using only a simple designed focussed on the pneumatic valve enables control over the target devices.

[0027] In some embodiments, one target device is a brake valve connected to a BP inlet that is configured to be connected to a brake pipe of the rail vehicle for receiving pressurized air, wherein the second outlet of the pneumatic valve is connected to a blocking inlet of the brake valve to prevent the brake valve from receiving pressurized air from the BP inlet when the pneumatic valve is in the second position. Thereby, the pneumatic railway coupler arrangement is able to control a brake valve so that pressurized air for the brake system can be transferred from the coupler to the opposing coupler.

[0028] Suitably, the pneumatic railway coupler arrangement also comprises a UC inlet configured to be connected to an uncoupling pipe of the rail vehicle for receiving pressurized air, said UC inlet being connected to a second activation inlet of the pneumatic valve. Thereby, the pneumatic valve can be operated by pressurized air to move from the first position to the second position and back again. By providing both the second activation inlet and the plunger in the pneumatic valve, the valve is operated both by pressurized air and by mechanical activation independent of each other to move the distribution spool to the second position.

[0029] In some embodiments, the pneumatic railway coupler arrangement of the invention also comprises a second pneumatic valve according to the invention, wherein the first activation inlet of the second pneumatic valve is connected to the first outlet of the pneumatic valve, and wherein the inlet of the second pneumatic valve is connected to the MRP inlet and the second activation inlet of the second pneumatic valve is connected to the UC inlet. The pneumatic railway coupler arrangement also comprises a brake valve connected to a BP inlet that is configured to be connected to a brake pipe of the rail vehicle for receiving pressurized air, and the second outlet of the second pneumatic valve is connected to a blocking inlet of the brake valve to prevent the brake valve from receiving pressurized air from the BP inlet when the distribution spool of the second pneumatic valve is in the second position.

[0030] By providing the second pneumatic valve, the pneumatic railway coupler arrangement is also configured to control a brake valve so that pressurized air for the brake system can be transferred from the coupler to the opposing coupler. Using two pneumatic valves enables the combination of controlling the brake valve with controlling one or more other target devices in the arrangement. The second pneumatic valve also serves to ensure that a malfunction that could cause the pneumatic valve to move to the second position (e.g. by a leakage of pressurized air) does not also cause malfunction to the brake system, since the uncoupling command is necessary for the second pneumatic valve to move to its second position. Thereby, regardless of the position of the pneumatic valve, the second pneumatic valve ensures that the brake system once connected to the opposing coupler remains connected until the uncoupling command is received.

[0031] The invention also relates to a railway coupler comprising at least one pneumatic railway coupler arrangement according to the invention. Suitably, the railway coupler comprises a mechanical coupler that in turn comprises a pivotable main shaft and a pivotable manual uncoupling handle, wherein the manual uncoupling handle is configured so that a pivoting of the manual uncoupling handle causes a corresponding pivoting of the main shaft, and wherein an outer contour of the main shaft comprises a recess. Furthermore, the main shaft and the valve are arranged in relation to each other such that the distribution spool of the valve is moveable into the first position only when the main shaft is pivoted such that the plunger enters the recess. Also, the main shaft is further configured such that a pivoting of the main shaft forces the plunger out of the recess to push the distribution spool to the second position.

[0032] Thereby, the valve reaches the second position by simply rotating the main shaft, so that target devices such as electrical coupler, brake valve, centering device or indicator can be engaged or disengaged when the mechanical coupler is uncoupled.

[0033] Suitably, the main shaft is configured to counteract a pressure on the first activation surface of at least 12 bar by rotating to force the plunger out of the recess. By this arrangement, the target device receives pressurized air from the second outlet even if the mechanical coupler is not separated from the mechanical coupler of the opposing railway coupler. For example, the target device is an actuator for an electrical coupler, the second outlet is connected to the uncoupling inlet of the electrical coupler, and the electrical coupler is thereby retracted as a result of pivoting the manual uncoupling handle, regardless of if the mechanical couplers are not separated, or more specifically, regardless of the front surfaces of the mechanical couplers are separated, thereby reducing the risk of damaging the electrical coupler when uncoupling manually.

[0034] Many additional benefits and advantages of the present invention will be readily understood by the skilled person in view of the detailed description below.

[0035] DRAWINGS The invention will now be described in more detail with reference to the appended drawings, wherein

[0036] Fig. 1 discloses an exploded perspective view of the pneumatic valve according to a first embodiment of the invention;

[0037] Fig. 2 discloses a cross-sectional view of the pneumatic valve of Fig. 1 in the first position;

[0038] Fig. 3 discloses a cross-sectional view of the pneumatic valve of Fig. 1 in the second position;

[0039] Fig. 4 discloses a cross-sectional view of the pneumatic valve of Fig. 1 in the first position together with a main shaft of a mechanical coupler;

[0040] Fig. 5 discloses a cross-sectional view of the pneumatic valve of Fig. 1 in the second position together with the main shaft;

[0041] Fig. 6 discloses an exploded perspective view of the pneumatic valve according to a second embodiment of the invention;

[0042] Fig. 7 discloses a cross-sectional view of the pneumatic valve of Fig. 6 in the first position;

[0043] Fig. 8 discloses a cross-sectional view of the pneumatic valve of Fig. 6 in the second position;

[0044] Fig. 9 discloses a cross-sectional view of the pneumatic valve of Fig. 6 in the first position together with a main shaft of a mechanical coupler;

[0045] Fig. 10 discloses a cross-sectional view of the pneumatic valve of Fig. 6 in the second position together with the main shaft;

[0046] Fig. 11 discloses a pneumatic railway coupler arrangement according to a first embodiment of the invention; Fig. 12a discloses the pneumatic railway coupler arrangement of Fig. 1 1 in a state where uncoupling is initiated;

[0047] Fig. 12b discloses the pneumatic railway coupler arrangement of Fig. 1 1 in a state where mechanical uncoupling is completed;

[0048] Fig. 12c discloses the pneumatic railway coupler arrangement of Fig. 1 1 in a state where uncoupling is completed;

[0049] Fig. 12d discloses a pneumatic railway coupler arrangement according to the invention with an alternative design of a two-position mechanical coupler in the uncoupled state;

[0050] Fig. 13a discloses the pneumatic railway coupler arrangement of Fig. 12d in a coupled state where the arrangement lacks a supply of pressurized air;

[0051] Fig. 13b discloses the arrangement of Fig. 13a in a state where manual retraction of an electric coupler has taken place;

[0052] Fig. 13c discloses the arrangement of Fig. 13a in a state where uncoupling is completed;

[0053] Fig. 14 discloses a pneumatic railway coupler arrangement according to a second embodiment of the invention comprising a valve according to the second embodiment of Fig. 6;

[0054] Fig. 15a discloses the pneumatic railway coupler arrangement of

[0055] Fig. 14 in a state where uncoupling is initiated;

[0056] Fig. 15b discloses the pneumatic railway coupler arrangement of

[0057] Fig. 14 in a state where an uncoupling sequence is performed;

[0058] Fig. 15c discloses the pneumatic railway coupler arrangement of

[0059] Fig. 14 in a state where mechanical uncoupling is completed;

[0060] Fig. 15d discloses the pneumatic railway coupler arrangement of Fig. 14 in a state where uncoupling is completed; Fig. 15e discloses a pneumatic railway coupler arrangement according to the invention with a one-position mechanical coupler in the uncoupled state and with a valve according to the second embodiment;

[0061] Fig. 15f discloses a pneumatic railway coupler arrangement according to the invention with an alternative design of a two- position mechanical coupler in the uncoupled state and with a valve according to the second embodiment;

[0062] Fig. 16 discloses the pneumatic railway coupler arrangement of Fig. 14 in a state where coupling is initiated;

[0063] Fig. 17 discloses the pneumatic railway coupler arrangement of Fig. 15f in a state where manual uncoupling is initiated;

[0064] Fig. 18a discloses the pneumatic railway coupler arrangement of Fig. 17 in a coupled state where the arrangement lacks a supply of pressurized air;

[0065] Fig. 18b discloses the arrangement of Fig. 18a in a state where manual retraction of an electric coupler has taken place;

[0066] Fig. 18c discloses the arrangement of Fig. 18a in a state where a manual uncoupling of the mechanical coupler takes place;

[0067] Fig. 18d discloses the arrangement of Fig. 18a in a state where uncoupling is completed;

[0068] Fig. 19a discloses a pneumatic railway coupler arrangement in a coupled state according to a third embodiment of the invention where a plurality of target devices are connected to the pneumatic valve of the invention; and

[0069] Fig. 19b discloses the arrangement of Fig. 19a in an uncoupled state. Fig. 20a discloses a pneumatic railway coupler arrangement in a coupled state according to a fourth embodiment of the invention where a plurality of target devices are connected to the pneumatic valve of the invention; and

[0070] Fig. 20b discloses the arrangement of Fig. 20a in an uncoupled state.

[0071] All the figures are schematic, not necessarily to scale, and generally only show parts which are necessary in order to elucidate the respective embodiments, whereas other parts may be omitted or merely suggested. Any reference number appearing in multiple drawings refers to the same object or feature throughout the drawings, unless otherwise indicated.

[0072] DETAILED DESCRIPTION

[0073] The present invention relates to a pneumatic arrangement where pressurized air is provided in order to control operation of the arrangement. Where there are references to “air” in the following, such as “receiving air”, “propagating air” or “allowing an airflow”, this it to be understood as referring to pressurized air provided in the pneumatic arrangement.

[0074] In the following, when describing valves and their operation the connecting of an inlet to an outlet is to be understood as the valve being in a position that comprises a flow path from the inlet to the outlet through the valve. An inlet is a term used for a port of the valve that is configured to receive air, whereas an outlet is a term used for a port that is configured to emit air.

[0075] When a component of the pneumatic railway coupler arrangement 100 is denoted herein as an inlet or an outlet, this means that it is a port of the pneumatic railway coupler arrangement 100 where pressurized air may pass. However, it is to be noted that some components can serve as both inlet and outlet. As disclosed herein, the use of the term inlet or outlet is not to be understood as excluding that said inlet could also act as an outlet or that said outlet could also act as an inlet.

[0076] When the term “connected” is used herein to describe a relationship between components, this is to be understood as operatively connected such that the components are able to function together or to propagate a medium from one component to the other. For instance, stating that a valve is connected to an inlet or a conduit for propagating pressurized air is to be understood as the valve being configured to be connected to said inlet or conduit in such a way that air is able to flow from one to the other. Similarly, stating that an activation inlet is connected to an activation surface is to be understood as the activation inlet being arranged in relation to the activation surface so that pressurized air supplied through the activation inlet is able to reach the activation surface.

[0077] The invention will now be described, starting with a pneumatic valve 1, 1’ and then with a pneumatic railway coupler arrangement 100, 100’, 100”, 100’” in which the pneumatic valve 1 is arranged. The railway coupler 1000 of the invention will also be disclosed and comprises at least the pneumatic railway coupler arrangement 100, 100’, 100” but preferably also at least a mechanical coupler with a main shaft interacting with a plunger of the valve (see Fig. 9- 10 below).

[0078] The pneumatic valve 1 is shown in a first main embodiment with pneumatic activation to move a distribution spool 20 to a first position Pl and with a mechanical activation by operating a plunger 23 to move the distribution spool 20 to a second position P2. A second main embodiment is then shown in Fig. 6 onwards, where pneumatic activation is added to move the distribution spool 20 to the second position P2 so that this movement is possible both by pneumatic activation and by mechanical activation.

[0079] The pneumatic valve 1 of the first embodiment comprises a valve body 10 in which an inlet 11, a first outlet 12 and a second outlet 13 are each connected to a channel 14 where the distribution spool 20 is housed for distributing pressurized air from the inlet 11 to either the first outlet 12 or the second outlet 13, depending on an axial position of the distribution spool 20 in the channel 14. Also provided are distance elements 33 that are arranged along the distribution spool 20 (see Fig. 2-3). Axial seals 31 are also provided along the distribution spool 20 to prevent a leakage of pressurized air between internal parts of the valve 1, and a plurality of outer seals 32 are arranged to prevent a leakage of pressurized air out of the valve 1. The outer seals 32 are in the first embodiment O-rings but other seals could also be used as long as they are able to prevent pressurized air from escaping. It is to be noted that the number and placement of the distance elements 33, axial seals 31 and outer seals 32 may be varied in different embodiments of the present invention, as long as they are able to fulfill their purpose.

[0080] The valve 1 also comprises a first activation inlet 15 arranged in the valve body 10. Furthermore, the valve 1 comprises the plunger 23 arranged in a front holder 24 that is mounted on the distribution spool 20. In some embodiments, the plunger 23, front holder 24 and distribution spool 20 are integrated into a single component, but in the first embodiment they are three separate parts for ease of manufacturing and mounting. However, it is to be noted that they may form any number of components and be mounted in any suitable way, as long as they are able to transfer a mechanical force on the plunger 23 to the distribution spool 20 as will be described in more detail below. Also, in some embodiments the plunger 23 may be stiffly arranged with the distribution spool 20 so that movement of one of the plunger 23 and the distribution spool 20 must be transferred to the other. In other embodiments, the plunger 23 and the distribution spool 20 may be arranged to move independent of each other to some degree. However, it is essential that the plunger 23 is always able to move the distribution spool 20 from the first position Pl (see Fig. 2) to the second position P2, as will be described in more detail below. The plunger 23 is accessible from outside the valve body 10, and in the first embodiment this is achieved by the plunger 23 protruding from the channel 14 as shown in the Figures. In other embodiments, it may instead be realized by the plunger 23 being held inside the valve body 10 to be flush with an end of the channel 14 or held completely inside the valve body 10 but with an opening that gives access to the plunger 23 and that allows for a mechanical force acting on the plunger 23.

[0081] The plunger preferably extends between a first end portion 231 facing the second activation surface 22 of the distribution spool 20, and a second end portion 232, where the second end portion 232 preferably is convex or convexly curved in a cross-sectional view, as seen in Figs. 1- 10. For example, the second end portion 232 of the plunger 23 may comprise a hemisphere or a shape which is substantially hemispheric. Such a plunger 23 has been found to be advantageous especially when mechanically interacting with a recess 51 in an outer contour of a main shaft 52 of a mechanical coupler 50, especially when said recess 51 comprises a concave curved portion in a corresponding cross-sectional view.

[0082] The first embodiment also comprises exhausts 19 in two places along the channel 14, one at either end of the distribution spool 20. This is to allow for air trapped on either side of the distribution spool 20 to escape when the spool 20 moves from one position to the other. Some embodiments may comprise exhausts 19 also in other parts of the valve 1 and may also comprise safety leakage points 17 in some places. It is to be noted, however, that the safety leakage point 17 and the exhausts 19 are optional features of the invention.

[0083] Fig. 2 discloses the valve 1 with the distribution spool 20 in the first position Pl where the distributions spool 20 is pushed to the left-hand side in the Figure. This is caused by receiving pressurized air to the first activation inlet 15. The first activation inlet 15 is operatively connected to a first activation surface 21 of the distribution spool 20 such that pressurized air supplied to the first activation inlet 15 is guided to the first activation surface 21 and applies a pressure on the first activation surface 21 so that the distribution spool 20 is urged in a direction towards the first position Pl. In this position, the inlet 11 is connected to the first outlet 12 such that pressurized air received to the inlet 11 is guided to the first outlet 12.

[0084] Fig. 3 discloses the valve 1 with the distribution spool 20 in the second position P2 where the distribution spool 20 is pushed to the right-hand side in the Figure. This is caused by a mechanical force against the plunger 23, as shown by arrows at the plunger 23. The plunger 23 is connected to the distribution spool 20 by being attached to the distribution spool 20 or by a surface of the plunger 23 abutting a surface of the distribution spool 20 at least when the distribution spool 20 is in the first position Pl. By a force acting on the plunger 23, said force is transmitted to the distribution spool 20 and causes a movement to the right in Fig. 3 so that the distribution spool 20 reaches the second position P2. In this position, the inlet 11 is connected to the second outlet 13 such that pressurized air received to the inlet 11 is guided to the second outlet 13.

[0085] Fig. 4-5 disclose the movement of the distribution spool 20 to the second position P2 due to mechanical force on the plunger 23, showing the valve 1 arranged together with a mechanical coupler 50 of a coupler in which the valve 1 is arranged. Of the mechanical coupler 50, only a pivotable main shaft 52 is shown in the Figures but it is to be noted that the mechanical coupler 50 also comprises other components such as is well-known within the art. For example, the mechanical coupler can preferably comprise an automatic coupler comprising male cone, a female cone, a hook plate rotatable around a main pin and connected to a coupling link by means of a coupling link pin, for example according to EN 16019. In Fig. 4, the distribution spool 20 is in the first position Pl due to pressurized air received at the first activation inlet 15. The plunger 23 rests in the recess 51 in an outer contour of the main shaft 52 and pressurized air is transferred inside the valve body 10 from the inlet 11 to the first outlet 12. The main shaft 52 and the valve 1 are arranged in relation to each other in such a way that the distribution spool 20 of the valve 1 is movable into the first position only when the main shaft 52 is pivoted such that the plunger 23 enters the recess 51. This is achieved by mounting the valve 1 close enough to the main shaft 52.

[0086] In Fig. 5, rotation of the main shaft 52 has pushed the plunger 23 out of the recess 51 and towards the right-hand side of the Figure to move the distribution spool 20 to the second position P2. Despite pressurized air being received at the first activation inlet 15, the force from the main shaft 52 on the plunger 23 forces the distribution spool 20 to reach the second position P2 and holds it there until the main shaft 52 rotates back to the position shown in Fig. 4.

[0087] It is to be noted that the plunger 23 can alternatively be arranged in contact with another component of the mechanical coupler 50 or with any other suitable component when arranged in a pneumatic railway coupler arrangement, and that the interaction with the main shaft 52 of Fig. 4-5 is to be seen only as an example in order to explain the function of the plunger 23 and how it can interact with another component. In some embodiments, the plunger 23 can instead be available to a human operator that can push the plunger 23 in order to move the valve 1 to the second position P2. However, it is to be noted that a continuous force on the plunger 23 is needed to maintain the second position P2 of the distribution spool 20 if pressurized air is also received at the first activation inlet 15. In situation where no pressurized air is received at the first activation inlet 15, the valve 1 is stably held in the second position P2 after pushing the plunger 23.

[0088] The first activation surface 21 of the distribution spool 20 is in this embodiment arranged such that it is facing an opening of the first activation inlet 15. This renders the first activation surface 21 accessible through the opening at the first activation inlet 15 so that the distribution spool 20 can be moved to the first position Pl by external means such as insertion of an object (e.g. a screwdriver) if the distribution spool 20 should get stuck in the second position P2 due to wear or dirt at the plunger 23. Since the plunger 23 is accessible from outside the valve body 10, it may be a problem in some applications of the invention that wear of the plunger 23 or dirt that enters between the plunger 23 and walls of the channel 14 cause the plunger 23 to get stuck in the position where it is pushed into the channel 14, i.e. when the distribution spool 20 is in the second position P2. It is therefore advantageous to enable access to the first activation surface 21 to ensure an easy reset of the valve 1 by mechanical force against the distribution spool 20, and this extends the lifetime and decreases the need for replacing parts of the valve 1. It also reduces the number of stopping failures in railway vehicles when the valve 1 is used in the pneumatic railway coupler arrangement 100 according to the invention.

[0089] In some embodiments, the valve 1 comprises an actuator (not shown) configured to move the distribution spool 20 to the first position Pl if it gets stuck in the second position P2. The actuator is accessible from an outside of the valve body 10 and is configured to move the distribution spool 20 towards the first position Pl when activated.

[0090] This actuator can be a pushbutton, a ball valve, a cam or a knob or wheel that is that is accessible from outside of the valve 1 and that is activated by being pushed, pivoted or rotated by a user to cause a movement towards the spool 20. The actuator can also be combined with a return spring to ensure that the actuator returns to its original position after acting on the distribution spool 20. Suitably, the actuator protrudes into an opening in the valve body 10 and is able to contact the distribution spool 20, preferably the first activation surface 21 of the distribution spool 20.

[0091] Alternatively, the actuator can be threaded into the valve 1 and be turned along the thread to move towards the distribution spool 20 for pushing it to the first position Pl. The return to the original position takes place by rotating the actuator in an opposite direction.

[0092] As yet another alternative, the actuator can be combined with an actuation spring that is preloaded by operating the actuator and that when released causes an impact member to push against the distribution spool 20 to force it towards the first position Pl.

[0093] It is to be noted that the movement of the main shaft corresponds to a movement and / or position of a mechanical coupler mechanism. Furthermore, the main shaft is not necessarily shaft shaped, but may have another shape as well. The disclosure herein of the main shaft 52 interacting with the valve 1 , 1 ’ is therefore to be understood as a component of the mechanical coupler 50 interacting with the valve 1 , 1 ’ by acting on the plunger 23.

[0094] Fig. 6-8 disclose the valve 1’ according to the second embodiment of the invention, and Fig. 9- 10 show the valve 1’ of this embodiment interacting with the main shaft 52 of the mechanical coupler 50 in the manner already disclosed above for the valve 1 according to the first embodiment. It is to be noted that the valve 1 ’ of the second embodiment is similar or identical to the valve 1 of the first embodiment except in features explicitly stated to differ. Thus, anything stated above regarding design and operation of the valve 1 of the first embodiment is to be understood as referring in equal measure to the valve 1 ’ of the second embodiment, except for the differences disclosed below.

[0095] The valve 1 ’ of the second embodiment differs from the valve 1 ’ of the first embodiment in comprising both a first activation inlet 15 and a second activation inlet 16 that are arranged at opposite ends of the valve body 10. Whereas the first activation inlet 15 is configured to enable a flow of pressurized air to the first activation surface 21 to exert a pressure on the first activation surface 21 so that the distribution spool 20 is urged in a direction towards the first position Pl, the second activation inlet 16 is instead configured to enable a flow of pressurized air to a second activation inlet 22. Thereby, the distribution spool 20 is urged in a direction towards the second position P2, so that the valve 1’ of the second embodiment can be activated pneumatically to move to the second position P2 as well as to the first position Pl by supplying pressurized air to the second activation inlet 16 and the first activation inlet 15, respectively.

[0096] Similar to the first embodiment, the valve 1 ’ of the second embodiment also comprises the plunger 23 and the plunger 23 may in some cases be stiffly arranged with the distribution spool 20 so that movement of one of the plunger 23 and the distribution spool 20 must be transferred to the other. In other embodiments, the plunger 23 and the distribution spool 20 may be arranged to move independent of each other to some degree, and in particular so that a movement of the distribution spool 20 to the second position P2 (see Fig. 8) caused by pressurized air through the second activation inlet 16 may take place without pulling the plunger 23 along.

[0097] Furthermore, the valve 1’ of the second embodiment comprises a safety leakage point 17 where pressurized air may escape in the event of an air leakage to the second activation inlet 16 of the valve 1’. This ensures that an undesired buildup of air at the second activation inlet 16 is avoided. Such a buildup could otherwise cause the valve 1’ to move to the second position P2 unintended.

[0098] Fig. 7 discloses the valve 1’ in the first embodiment, caused by a supply of pressurized air to the first activation inlet 15 to move the distribution spool 20 to the first position Pl and thereby connect the inlet 11 with the first outlet 12.

[0099] Fig. 8 discloses the valve 1’ with the distribution spool 20 in the second position P2 where the distribution spool 20 is pushed to the right-hand side in the Figure. This is caused either by receiving pressurized air to the second activation inlet 16 or by a mechanical force against the plunger 23, as shown by arrows at the second activation inlet 16 and the plunger 23. The second activation inlet 16 is operatively connected to the second activation surface 22 of the distribution spool 20 such that pressurized air supplied to the second activation inlet 16 is guided to the second activation surface 22 and applies a pressure on the second activation surface 22 so that the distribution spool 20 is urged in a direction towards the second position P2. The plunger 23 in turn is connected to the distribution spool 20 by being attached to the distribution spool 20 or by a surface of the plunger 23 abutting a surface of the distribution spool 20 at least when the distribution spool 20 is in the first position Pl (similar to the first embodiment of the valve 1 as disclosed above). By a force acting on the plunger 23, said force is transmitted to the distribution spool 20 and causes a movement to the right in Fig. 8 so that the distribution spool 20 reaches the second position P2. In this position, the inlet 11 is connected to the second outlet 13 such that pressurized air received to the inlet 11 is guided to the second outlet 13.

[0100] The first activation surface 21 has a first area A 1 and the second activation surface 22 has a second area A2. In the second embodiment of the valve 1’, it is highly advantageous that the second area A2 is larger than the first area Al, since this ensures that in situations where pressurized air is supplied to both the first activation inlet 15 and the second activation inlet 16, the pressure on the second area A2 is larger than on the first area A 1 and causes the distribution spool 20 to reach the second position P2 that is shown in Fig. 8. Thereby, an uncoupling command received at the second activation inlet 16 will always be able to override an air supply to the first activation inlet 15. This is very beneficial when using the valve 1 in a pneumatic system such as the pneumatic railway coupler arrangement 100’ according to a second embodiment disclosed below (see Fig. 14 onwards). The ability for pressurized air to the second activation inlet 16 to override pressurized air to the first activation inlet 15 and cause movement of the distribution spool 20 to the second position P2 is achieved as long as the second area A2 is larger than the first area A 1 , but it is further enhanced when the second area is at least 10 % larger than the first area Al, and even further enhanced when the second area A2 is at least 30 % larger or even 50 % larger. Providing the second area A2 much larger than the first area A 1 decreases the time needed for the valve 1’ to react to the pressurized air received on the second area A2 and move to the second position P2, and also ensures that the override is available even if the pressurized air received at the second activation inlet 16 has a lower pressure than the pressurized air received at the first activation inlet 15.

[0101] It is to be noted that pressurized air is typically provided at identical or nearly identical pressure in the main reservoir pipe and in the uncoupling pipe in a pneumatic arrangement for railway couplers, but even if a slight pressure difference should occur (e.g. due to a leakage) the valve 1’ of the second embodiment is able to function as intended due to the area difference. Providing the second area A2 at least 10 % larger than the first area Al minimizes the effect of such pressure differences. It is also to be noted that the pressurized air is typically provided at a pressure in the main reservoir pipe of railway couplers of up to 12 bar.

[0102] The pneumatic railway coupler arrangement 100, 100’, 100” of the invention will now be described with reference to Fig. 11 onwards. Firstly, operation of the pneumatic railway coupler arrangement 100, 100’ will be described using a setup where the valve 1 according to the first embodiment, followed by the valve 1’ according to the second embodiment, controls extension and retraction of a target device 40 in the form of an electric coupler in order to explain operating principles of the arrangement of the invention. Then, embodiments of the pneumatic railway coupler arrangement 100” where the valve 1, 1’ according to the first and the second embodiment controls one or more target devices 40 will be shown.

[0103] In Fig. 11 onwards, a line between two components show that they are pneumatically connected to each other such that pressurized air can flow from one component to the other. It is also to be noted that a solid line indicates a pressurized line, whereas a dashed line indicates a non-pressurized line. When pressurized air is received in an inlet of a component, that inlet or component or can be said to be activated as opposed to a non-activated inlet or component where pressurized air is not received.

[0104] It is to be noted that the embodiments described herein are similar or identical in all regards except where they are specifically stated to differ. This means that anything not mentioned as differing between one embodiment and another is to be understood as being designed and operating in the same way. Also, features from one embodiment may freely be incorporated into another, as long as such an adjustment is not stated to be undesirable or unsuitable from a technical standpoint.

[0105] Fig. 11 discloses the pneumatic railway coupler arrangement 100 according to a first embodiment, with an MRP inlet 101 that is configured to be connected to a main reservoir pipe of the rail vehicle such that pressurized air from the main reservoir pipe may flow into the MRP inlet 101 when the pneumatic coupler control arrangement 100 and the coupler on which it is mounted are connected to the railway vehicle. Also, the pneumatic railway coupler arrangement 100 comprises a UC inlet 110 that is configured to be connected to an uncoupling pipe of the rail vehicle. The uncoupling pipe serves to supply pressurized air in response to an uncoupling command issued from the railway vehicle and through the connection of the uncoupling pipe to the UC inlet 110, said pressurized air is able to flow into the UC inlet 110 when the uncoupling command is given in this way.

[0106] Furthermore, the pneumatic railway coupler arrangement 100 comprises an MPR valve 102 that has a first MRP valve inlet 104 connected to the MRP inlet 101. The MRP valve 102 also comprises a second MRP valve inlet 103 that is configured to be connected to a main reservoir pipe of an opposing coupler such that it can receive pressurized air from the opposing coupler. This is typically realized by the second MRP valve inlet 103 being aligned with an MRP valve of the opposing coupler so that they form a connection with each other when the couplers are pushed against each other. Through this connection, pressurized air is able to flow as long as the couplers are in place abutting each other, but the connection is broken if the opposing coupler is removed. How a connection between pneumatic valves on opposing couplers is formed is well known to the skilled person and will not be explained further herein. Depending on where the source of pressurized air is located, air may pass from the coupler to the opposing coupler or vice versa. Typically, a source of pressurized air is provided for the set of railway vehicles as a whole, but in some situations more than one source may be provided and be distributed in the set of railway vehicles.

[0107] The MRP valve 102 also comprises an MRP valve outlet 105, and the MRP valve is configured to enable a flow of pressurized air through the MRP valve outlet 105 when the second MRP inlet 103 is connected to the opposing coupler. In the first embodiment, this is achieved by the MRP valve 102 comprising a back chamber 104 to which the first MRP valve inlet 104 is connected and a front chamber to which the second MRP valve inlet 103 is connected. When the second MRP valve inlet 103 receives pressurized air from the opposing coupler, the second MRP valve inlet 103 is connected to the MRP valve outlet 105 so that pressurized air is propagated through the MRP valve 102 to the MRP valve outlet 105. Furthermore, the pneumatic railway coupler arrangement 100 comprises a UC valve 111 with a UC valve inlet 112 that is connected to the UC inlet 100 and with a UC outlet 113 configured to be connected to a similar UC valve of the opposing coupler.

[0108] Also provided is the mechanical coupler 50 of the railway coupler that in this embodiment comprises an uncoupling actuator 53 for the main shaft 52. There is also a target device 40 in the form of an electrical coupler actuator 411 for an electrical coupler 410. The electrical coupler actuator 411 is operatively connected to the electrical coupler 410 to be able to extend and retract the electrical coupler 410 in a manner well-known in the art.

[0109] The pneumatic railway coupler arrangement 100 also comprises the valve 1 according to the first embodiment of the invention, with the inlet 11 connected to the MRP inlet 101 to ensure a supply of pressurized air to the inlet 11 of the valve 1 as long as the pneumatic system of the coupler or the railway vehicle is active. The first activation inlet 15 is connected to the MRP valve outlet 105 to ensure a supply of pressurized air as long as an opposing coupler is in place to form the connection with the MRP valve 102. The uncoupling actuator 53 of the mechanical coupler 50 is connected to the UC inlet 110 such that the uncoupling command will cause retraction of the mechanical coupler 50.

[0110] The first and second outlet 12, 13 of the valve 1 are each connected to the electrical coupler actuator 41 1 so that the first outlet 12 is connected to a coupling inlet 412 of the electrical coupler actuator 411 whereas the second outlet 13 is connected to an uncoupling inlet 413.

[0111] Fig. 11 discloses the pneumatic railway coupler arrangement 100 in a coupled position where the MRP inlet is pressurized and the opposing coupler is coupled to both the mechanical coupler 50 and the electrical coupler 410. This is shown by the main shaft 52 of the mechanical coupler 50 being shown in a coupled position and by the electrical coupler 410 being extended. Also, the presence of the opposing coupler causes the second MRP valve inlet 103 to be pressurized so that the first activation inlet 15 is activated. This causes the valve 1 to be in the first position Pl so that the inlet 11 is connected to the first outlet 12, and the coupling inlet 412 of the electrical coupler actuator 41 1 is thereby also activated, causing the extension of the electrical coupler 410 shown in the Figure.

[0112] It is also to be noted that the plunger 23 of the valve 1 in this embodiment is not connected to any of the components of the pneumatic railway coupler arrangement 100 but is instead available for manual activation by an operator as will be explained further below. Uncoupling of the electrical coupler 410 and the mechanical coupler 50 in response to the uncoupling command will now be explained with reference to Fig. 12a- 12c.

[0113] Fig. 12a discloses a state where uncoupling is initiated by the uncoupling command being given by providing pressurized air to the UC inlet 110. This causes activation of the uncoupling actuator 53 of the mechanical coupler 50. At the same time, a mechanical activation of the plunger 23 causes the valve 1 to move to the second position P2. This is shown in the Figure, where the inlet 11 of the valve 1 is now connected to the second outlet 13 so that the uncoupling inlet 413 of the electrical coupler actuator 411 is activated and the electrical coupler 410 is retracted. Simultaneously, the main shaft 52 of the mechanical coupler 50 is rotated so that the mechanical connection between the couplers is broken. However, the opposing coupler is still in contact with the coupler in which the pneumatic railway coupler arrangement 100 is mounted, so there is still a connection between the MRP valve 102 and the opposing coupler as well as between the UC valve 111 and the opposing coupler. It is to be noted that the embodiment of Fig. 12a- 12d discloses the main shaft 52 as rotatable, but in other embodiments a linear or curved motion could alternatively take place and require none or only minimal modification to the embodiments disclosed herein.

[0114] Fig. 12b discloses a state where the opposing coupler has moved away so that the connections to the MRV valve 102 and the UC valve 11 are broken. This means that the first activation inlet 15 of the valve 1 is no longer active.. The main shaft 52 of the mechanical coupler 50 has rotated to the uncoupled position.

[0115] Fig. 12c discloses a state where the uncoupling command is no longer given. Since there is no opposing coupler and also no uncoupling command, the valve 1 remains in the second position P2.

[0116] Fig. 12d shows the pneumatic railway coupler arrangement 100 with an alternative design of the mechanical coupler 50 that differs from the first embodiment by the main shaft 52 being mechanically connected to the plunger 23 as shown in detail by Fig. 4-5. In all other respects, the pneumatic railway coupler arrangement 100 of Fig. 12d is similar or identical to the pneumatic railway coupler arrangement 100 of Fig. 11. By the main shaft 52 being able to act on the plunger 23 when rotating in response to the uncoupling command given in the UC inlet 110, the valve 1 is able to move to the second position P2 without the need for a separate action to push the plunger 23 into the valve 1.

[0117] The coupling of the pneumatic railway coupler arrangement 100, 100’ will be described below with reference to the second embodiment.

[0118] It is to be noted that in the embodiment of Fig. 11 and Fig. 12a- 12c, where the plunger 23 is not connected to the main shaft 52, a retraction of the electrical coupler 410 can be achieved by the operator pushing the plunger 23 to force the valve 1 to the second position P2 so that the uncoupling inlet 413 of the electrical coupler actuator 411 is activated. In order to uncouple the mechanical coupler 50 another uncoupling handle may be used to rotate the main shaft 52. The plunger 23 can also be used as a reset for the valve 1 to ensure that it is moved to the second position P2, so that a return of pressurized air will not cause automatic extension of the electrical coupler 410 due to the valve 1 remaining in the first position Pl.

[0119] An uncoupling in the event of complete loss of pressurized air (so-called dead train) will now be explained with reference to Fig. 13a- 13c.

[0120] Fig. 13a discloses the pneumatic railway coupler arrangement 100 in the coupled state with the mechanical coupler 50 coupled and the electrical coupler 410 extended, but without pressurized air in the MRP inlet 101.

[0121] In this state, the pneumatic railway coupler arrangement 100 is dead and no commands can be given from the coupler or the railway vehicle. Manual uncoupling and reset are therefore the only actions available.

[0122] Fig. 13b discloses manual retraction of the electrical coupler 410. This may be achieved by manually moving the electrical coupler 410 to the retracted position. In Fig. 13c, a state is shown where the manual uncoupling device (e.g. an uncoupling handle) for the mechanical coupler 50 is activated. This causes rotation of the main shaft 52 to uncouple the mechanical coupler 50 and also causes the main shaft 52 to push on the plunger 23 so that the valve 1 is moved to the second position P2.

[0123] Thus, Fig. 13c discloses a completed uncoupling where both electrical coupler 410 and mechanical coupler 50 are uncoupled and where the opposing coupler is removed. Furthermore, the valve 1 is reset to the second position P2 so that a return of pressurized air to the MRP inlet 101 will not cause an automatic extension of the electrical coupler 410.

[0124] The second embodiment of the pneumatic railway coupler arrangement 100’, comprising the valve 1’ according to the second embodiment of the invention, will now be described with reference to Fig. 14- Fig. 18d.

[0125] The main difference when comparing the second embodiment with the first is that the UC inlet is connected not only to the mechanical coupler 50 but also to the second activation inlet 16 of the valve 1’.

[0126] Thus, the valve 1’ according to the second embodiment of the invention comprises the inlet 11 connected to the MRP inlet 101 to ensure a supply of pressurized air to the inlet 11 of the valve 1 ’ as long as the pneumatic system of the coupler or the railway vehicle is active. The first activation inlet 15 is connected to the MRP valve outlet 105 to ensure a supply of pressurized air as long as an opposing coupler is in place to form the connection with the MRP valve 102. Furthermore, the second activation inlet 16 is connected to the UC inlet 110 so that pressurized air received in response to an uncoupling command will be transferred to the second activation inlet 16. The uncoupling actuator 53 of the mechanical coupler 50 is also connected to the UC inlet 110 such that the uncoupling command will also cause uncoupling of the mechanical coupler 50.

[0127] The first and second outlet 12, 13 of the valve 1’ are each connected to the electrical coupler actuator 41 1 so that the first outlet 12 is connected to a coupling inlet 412 of the electrical coupler actuator 411 whereas the second outlet 13 is connected to an uncoupling inlet 413. Fig. 14 discloses the pneumatic railway coupler arrangement 100 in a coupled position where the MRP inlet is pressurized and the opposing coupler is coupled to both the mechanical coupler 50 and the electrical coupler 410. This is shown by the main shaft 52 of the mechanical coupler 50 being shown in a coupled position and by the electrical coupler 410 being extended. Also, the presence of the opposing coupler causes the second MRP valve inlet 103 to be pressurized so that the first activation inlet 15 is activated. This causes the valve 1’ to be in the first position Pl so that the inlet 11 is connected to the first outlet 12, and the coupling inlet 412 of the electrical coupler actuator 41 1 is thereby also activated, causing the extension of the electrical coupler 410 shown in the Figure.

[0128] It is also to be noted that the plunger 23 of the valve 1’ in this embodiment is not connected to any of the components of the pneumatic railway coupler arrangement 100’ but is instead available for manual activation by an operator as will be explained further below.

[0129] Uncoupling of the electrical coupler 410 and the mechanical coupler 50 in response to the uncoupling command will now be explained with reference to Fig. 15a- 15f.

[0130] Fig. 15a discloses a state where uncoupling is initiated by the uncoupling command being given by providing pressurized air to the UC inlet 110. This causes activation of the second activation inlet 16 of the valve 1’, as well as activation of the uncoupling actuator 53 of the mechanical coupler 50. Due to the second area A2 being larger than the first area Al, the activation of the second activation inlet 16 causes the valve 1’ to move to the second position P2. This is shown in Fig. 15b, where the inlet 11 of the valve 1’ is now connected to the second outlet 13 so that the uncoupling inlet 413 of the electrical coupler actuator 411 is activated and the electrical coupler 410 is retracted. Simultaneously, the main shaft 52 of the mechanical coupler 50 is rotated so that the mechanical connection between the couplers is broken. However, the opposing coupler is still in contact with the coupler in which the pneumatic railway coupler arrangement 100’ is mounted, so there is still a connection between the MRP valve 102 and the opposing coupler as well as between the UC valve 111 and the opposing coupler. It is to be noted that the embodiment of Fig. 15a- 15f discloses the main shaft 52 as rotatable, but in other embodiments a linear or curved motion could alternatively take place and require none or only minimal modification to the embodiments disclosed herein.

[0131] Fig. 15c discloses a state where the opposing coupler has moved away so that the connections to the MRV valve 102 and the UC valve 11 are broken. This means that the first activation inlet 15 of the valve 1’ is no longer active. Since the uncoupling command is still given in the UC inlet 110, the second activation inlet 16 is still active.

[0132] Fig. 15d discloses a state where the uncoupling command is no longer given. Since there is no opposing coupler and also no uncoupling command, none of the first and second activation inlets 15, 16 is active. The valve 1’ therefore remains in the second position P2.

[0133] The mechanical coupler 50 shown in Fig. 15a- 15d is a two-position coupler. Fig. 15e shows the same design of the pneumatic railway coupler arrangement 100’ except that the mechanical coupler 50 is replaced by a one-position coupler 50’ having a main shaft 52’ and an uncoupling actuator 53’ for the mechanical coupler 50’. In all other respects, the pneumatic railway coupler arrangement 100 is similar or identical to that shown according to the embodiment of Fig. 14.

[0134] Fig. 15f shows the pneumatic railway coupler arrangement 100 with an alternative design of the mechanical coupler 50 that differs from the first embodiment by the main shaft 52 being mechanically connected to the plunger 23 as shown in detail by Fig. 9- 10. In all other respects, the pneumatic railway coupler arrangement 100’ of Fig. 15f is similar or identical to the pneumatic railway coupler arrangement 100’ of Fig. 14.

[0135] Returning now to the embodiment of Fig. 14 and Fig. 15a- 15d and starting from the uncoupled state of Fig. 15d where the opposing coupler is removed, the coupling of the pneumatic railway coupler arrangement 100’ will be described. Fig. 16 discloses a state where coupling is initiated by the opposing coupler being in position so that the MRP valve 102 and the UC valve 111 are connected to the opposing coupler. This causes activation of the first activation inlet 15 but in the state shown in Fig. 16 the valve 1’ has not yet responded to the activation of the first activation inlet 15 by moving to the first position Pl. Therefore, the uncoupling inlet 413 of the electrical coupler actuator 411 is still active and the electrical coupler 410 is retracted.

[0136] The opposing coupler being in place also causes an automatic coupling to the mechanical coupler 50 as is well-known within the art and where the main shaft 52 is rotated to its coupled position.

[0137] The rotation of the main shaft 52 to couple the mechanical coupler 50 and the movement of the valve 1’ to the first position Pl to cause activation of the coupling inlet 412 of the electrical coupler actuator 411 to extend the electrical coupler 410 enables the pneumatic railway coupler arrangement 100 to reach the state shown in Fig. 14.

[0138] Fig. 17 discloses manual uncoupling of the pneumatic railway coupler arrangement 100’ of Fig. 15f where the main shaft 52 is connected to the plunger 23. From the coupled state, a rotation of the main shaft 52 caused by operating a manual uncoupling device (typically by pulling a manual uncoupling handle) causes the plunger 23 to be pushed into the channel 14 of the valve 1’, thereby moving the distribution spool 20 to the second position to establish a connection between the inlet 11 and the second outlet 13 so that the uncoupling inlet 413 of the electrical coupler actuator 411 is activated and the electrical coupler 410 is retracted. The plunger 23 acts as an override for the first activation inlet 15, so that regardless of the supply of pressurized air to the first activation inlet 15 the valve 1’ is moved to the second position P2 and held there as long as the plunger 23 is activated.

[0139] When rotation of the main shaft 52 and retraction of the electric coupler 410 are completed and the opposing coupler is moved to break the connection to the MRP valve 102 and the UC valve 1 11, the uncoupled state shown in Fig. 15f is reached. It is to be noted that in the embodiment of Fig. 14 and Fig. 15a- 15e, where the plunger 23 is not connected to the main shaft 52, a retraction of the electrical coupler 410 can be achieved by the operator pushing the plunger 23 to force the valve 1’ to the second position P2 so that the uncoupling inlet 413 of the electrical coupler actuator 411 is activated. In order to uncouple the mechanical coupler 50 another uncoupling handle may be used to rotate the main shaft 52. The plunger 23 can also be used as a reset for the valve 1’ to ensure that it is moved to the second position P2 when no pressurized air is available in the main reservoir pipe, so that a return of pressurized air will not cause automatic extension of the electrical coupler 410 due to the valve 1’ remaining in the first position Pl.

[0140] An uncoupling in the event of complete loss of pressurized air (i.e. the so- called dead train) will now be explained with reference to Fig. 18a- 18d for the embodiment of Fig. 17.

[0141] Fig. 18a discloses the pneumatic railway coupler arrangement 100’ according to the second embodiment with the valve 1’ of the second embodiment in the coupled state with the mechanical coupler 50 coupled and the electrical coupler 410 extended, but without pressurized air in the MRP inlet 101.

[0142] In this state, the pneumatic railway coupler arrangement 100 is dead and no commands can be given from the coupler or the railway vehicle. Manual uncoupling and reset are therefore the only actions available.

[0143] Fig. 18b discloses manual retraction of the electrical coupler 410. This may be achieved by manually moving the electrical coupler 410 to the retracted position. In Fig. 18c, a state is shown where the manual uncoupling device (e.g. an uncoupling handle) for the mechanical coupler 50 is activated. This causes rotation of the main shaft 52 to uncouple the mechanical coupler 50 and also causes the main shaft 52 to push on the plunger 23 so that the valve 1’ is moved to the second position P2.

[0144] Fig. 18d discloses a completed uncoupling where both electrical coupler 410 and mechanical coupler 50 are uncoupled and where the opposing coupler is removed. Furthermore, the valve 1’ is reset to the second position P2 so that a return of pressurized air to the MRP inlet 101 will not cause an automatic extension of the electrical coupler 410.

[0145] Design and operation of the pneumatic railway coupler arrangement 100, 100’ have now been described in detail, using the electrical coupler 410 as the target device 40 for the valve 1, 1’. However, it is a considerable advantage of the present invention that the target device 40, 40’, 40”, 40’” may be other components and that more than one target device 40, 40’, 40” 40’” may be connected to the valve 1, 1’ simultaneously.

[0146] Thus, Fig. 19a discloses the pneumatic railway coupler arrangement 100” according to a third embodiment of the invention, where the components of the embodiment according to the first embodiment of the pneumatic railway coupler arrangement 100 are shown. Additionally, apart from the target device 40 in the form of the electrical coupler 410 with the electrical coupler actuator 411, the pneumatic railway coupler arrangement also comprises a target device 40’ in the form of an indicator 420 for indicating that the coupler is coupled to the opposing coupler. In the embodiment of Fig. 19a, the indicator 420 is connected to the first outlet 12 of the valve 1, so that the opposing coupler connecting to the MRP valve 102 via the second inlet 103 causes an activation of the indicator 420 due to the first activation inlet 15 receiving pressurized air and the valve 1 being in the first position Pl as explained above. This means that the presence of the opposing coupler together with the rotation of the main shaft causes an activation of the indicator 420, and the indicator 420 may comprise a visual indicator such as a lamp that is lit when the indicator 420 is activated. Alternatively, the indicator 420 may comprise means for emitting sound or any other suitable means for causing an indication that can be captured or identified by an operator of the coupler or the railway vehicle. When the indicator 420 is activated, this signifies that the opposing coupler is in the correct position and that coupling has take place.

[0147] In an alternative embodiment, the indicator 420 may instead be connected to the second outlet 13 so that the indicator 420 is activated by the valve 1 being in the second position P2 due to an uncoupling command received in the second activation inlet 16 or a mechanical coupling by operating the plunger 23 or the main shaft 52 when connected to the plunger 23. Such an activation may e.g. cause a lamp to be lit when uncoupling takes place or a sound to be emitted. Also, one option is that a light, sound or other indication is emitted while the couplers are coupled but that the light, sound or other indication is interrupted when the indicator 420 is activated in this manner.

[0148] Furthermore, Fig. 19a discloses a target device 40” in the form of a centering device 430 that serves to maintain a forward part of the coupler in a centered position. Such forward part typically includes a coupler head in which the mechanical coupler 50 and optionally also other components of the coupler are held. The centering device 430 is preferably active when the mechanical coupler 50 is not coupled to the opposing coupler and strives to hold the forward part of the coupler in a suitable position for coupling. In the embodiment of Fig. 19a, the centering device 430 is connected to the second outlet 13 of the valve 1, so that a manual uncoupling by operating a manual uncoupling device to affect the plunger 23 that causes the valve 1 to be in the second position P2 also causes activation of the centering device 430. Activating the centering device 430 in this embodiment causes the centering device 430 to operate and stabilize the forward part of the coupler in a centered position.

[0149] In an alternative embodiment, the centering device 430 may instead operate continuously to maintain the forward part in the centered position but be shut down by an activation of the centering device 430. In such an embodiment, the centering device 430 is instead connected to the first outlet 12 of the valve 1 so that the activation of the first activation inlet 15 by the opposing coupler and the subsequent mechanical coupling of the mechanical coupler 50 causes an activation of the centering device 430 that interrupts operation of the centering device 430 and causes a rest state that is maintained until the uncoupling takes place.

[0150] Fig. 19a also discloses the target device 40 in the form of the electrical coupler 410 as explained in detail above for the embodiments previously described. This embodiment also comprises a BP inlet 120 that is configured to be connected to a brake pipe of the rail vehicle such that pressurized air from the brake pipe may flow into the BP inlet 120 when the pneumatic coupler control arrangement 100 and the coupler on which it is mounted are connected to the railway vehicle. The BP inlet 120 serves to provide pressurized air to a brake system of the railway vehicles, and connecting the BP inlet 120 of the pneumatic railway coupler arrangement causes pressurized air to reach the brake system of the opposing railway vehicle as well.

[0151] Fig. 19a also discloses a target device 40”’ in the form of a brake valve 440 with a first brake valve inlet 441 that is connected to the BP inlet 120 for receiving pressurized air. The brake valve 440 further comprises a second brake valve inlet 442 connected to a second valve 1 ” according to the invention, as well as a brake valve outlet 443 for connection to a corresponding brake valve of the opposing coupler. The brake valve 40’” is suitably configured so that pressurized air received at the second brake valve inlet 442 is necessary to open a connection from the first brake valve inlet 441 to the brake valve outlet 443. Such pressurized air is received by connecting the second brake valve inlet 442 to the first outlet 12’ of the second valve 1” as shown in the Figure. The second valve 1” is connected with its inlet 11” to the MRP inlet 101 and with its second outlet 13’ to a third inlet 444 of the brake valve 440 such that receiving pressurized air to the third brake valve inlet 444 causes the brake valve 440 to break the connection of the first brake valve inlet 441 and the brake valve outlet 443. The third inlet 444 may therefore be referred to as a blocking inlet 444 of the brake valve 440. The first activation inlet 15’ of the second valve 1” is in this embodiment connected to the first outlet 12 of the valve 1, whereas the second activation inlet 16’ is connected to the UC inlet 110. This means that the second valve 1” is in the first position Pl to enable a flow of air to the first outlet 12’ when the valve 1 is in the first position Pl. Also, when the uncoupling command is given through the UC inlet 110, the second valve 1” is moved to the second position P2 by activation of the second activation inlet 16’ and this disrupts the flow through the brake valve 440.

[0152] The second valve 1” comprises the plunger 23’ that can be used for a manual reset of the second valve 1 ” by forcing the second valve 1 ” to the second position P2 in the same way as has been disclosed above for the valve 1 , 1 ’ of the first and second embodiment.

[0153] In the embodiment of Fig. 19a, the second valve 1” is provided to enable use of the brake valve 440 in the pneumatic railway coupler arrangement. However, in some embodiments the brake valve 40”’ could instead be arranged with the second inlet 442 connected directly to the first outlet 12 of the valve 1 , and with the third inlet 444 connected directly to the second inlet 13 of the valve 1. In such embodiments, the brake valve 440 can be used as a target device 40’” connected directly to the valve 1 so that the second valve 1” can be eliminated.

[0154] Fig. 19b discloses the embodiment of Fig. 19a but with the target devices 40, 40’, 40”, 40’” uncoupled. This means that the uncoupling of the mechanical coupler 50 and the movement of the valve 1 to the second position P2 have taken place and that the opposing coupler is no longer in place. As can be seen from Fig. 19b, pressurized air is supplied to the MRP inlet 101, but since the opposing coupler is not in place there is no activation of the first activation inlet 15 and also no pivoting of the main shaft 52 to establish the mechanical coupling. In the embodiment of Fig. 19a- 19b, this means that the electrical coupler 410 is retracted, the indicator 420 is not active and the centering device 430 is activated to maintain the front end of the coupler in the centered position. Furthermore, the brake valve 440 receives pressurized air to the blocking inlet 444 or third inlet 444 so that the connection between the first inlet 441 and the outlet 443 is blocked. When no opposing coupler is in place, this blocking prevents leakage of pressurized air from the pneumatic railway coupler arrangement 100.

[0155] Fig. 20a-20b disclose a fourth embodiment of the pneumatic railway coupler arrangement 100’” that differs from the third embodiment of Fig. 19a- 19b by comprising the valve 1’ according to the second embodiment. Thus, the valve 1’ comprises the second activation inlet 16 that is connected to the UC inlet 110 and operates as disclosed above for the pneumatic railway coupler arrangement 100’ of Fig. 14- 18d. The pneumatic railway coupler arrangement 100, 100’, 100”, 100’” according to any embodiment of the invention comprises at least one target device 40, 40’, 40”, 40’” but may advantageously comprise more than one target device 40, 40’, 40”, 40’” so that multiple target devices 40, 40’, 40”, 40’” may be operated by the same valve 1, 1’. Any combination of target devices 40, 40’, 40”, 40’” disclosed herein is possible within the scope of the invention. Thus, one embodiment may comprise the electrical coupler 410 and the indicator, while another embodiment may comprise only the centering device 430 or the brake valve 440 combined with the actuator 411 for the electrical coupler 410. Also, one embodiment may comprise all the target devices 40, 40’, 40”, 40’” disclosed herein, while another may comprise the brake valve 440, the centering device 430 and the indicator 420 but not the actuator 411 for the electrical coupler 410. It is to be noted that the number of target devices 40, 40’, 40”, 40’” can be selected depending on a specific application of the invention, and that due to the highly advantageous valve 1, 1’ the target devices 40, 40’, 40”, 40’” can be controlled in a very convenient and reliable manner. Also, only minimal adjustments are required when adapting the pneumatic railway coupler arrangement 100, 100’, 100”, 100’” for use in a coupler of a different design than previously used, since the arrangement 100, 100’, 100”, 100’” comprises few components but is still versatile so that different target devices 40, 40’, 40”, 40’” can be controlled depending on what is desired in a particular situation. Furthermore, it is also possible to disconnect any target device 40, 40’, 40”, 40’” from the valve 1, 1’ to interrupt operation of that target device 40, 40’, 40”, 40’” in situations where one of the target devices 40, 40’, 40”, 40’” is not required. For instance, when the indicator 420 is not desirable, it can be disconnected by interrupting the connection between the first or second outlet 12, 13 and the indicator 420 while maintaining the other features of the pneumatic railway coupler arrangement 100 to ensure operation of other target devices 40, 40’, 40”.

[0156] The railway coupler 1000 according to the invention comprises at least the pneumatic railway coupler arrangement 100, 100’, 100”, 100’” according to any of the embodiments disclosed herein. In a first embodiment it also comprises the mechanical coupler 50 with the main shaft 52 arranged to interact with the plunger 23 of the valve 1, 1’ as shown in the embodiment of Fig. 4-5 and the embodiment of Fig. 9- 10. It is to be noted that features from the various embodiments described herein may freely be combined, unless it is explicitly stated that such a combination would be unsuitable.

Claims

CLAIMS1. Pneumatic valve ( 1 , 1 ’) for a pneumatic railway coupler arrangement, the pneumatic valve comprising- a valve body (10) having an inlet (11), a first outlet (12) and a second outlet (13), and also having an inner channel (14) for receiving a distribution spool (20),- a distribution spool (20) arranged in the channel (14) and movable between a first position (Pl) in which the inlet (11) is connected to the first outlet (12) and a second position (P2) in which the inlet (11) is connected to the second outlet (13), wherein the pneumatic valve ( 1 , 1 ’) further comprises- a first activation inlet (15) in the valve body (11) connected to a first activation surface (21) of the distribution spool (20) such that pressurized air received in the first activation inlet (15) reaches the first activation surface (21) to urge the distribution spool (20) towards the first position (Pl), and- a plunger (23) connected to the distribution spool (20) such that a mechanical force on the plunger (23) in a direction towards the distribution spool (20) urges the distribution spool (20) towards the second position (P2), said plunger (23) being accessible from outside the valve body (10).

2. Pneumatic valve according to claim 1, further comprising a second activation inlet (16) in the valve body (10) connected to a second activation surface (22) of the distribution spool (20) such that pressurized air received in the second activation inlet (16) reaches the second activation surface (22) to urge the distribution spool (20) towards the second position (P2),wherein the first activation surface (21) has a first area (Al) and the second activation surface (22) has a second area (A2), and wherein the second area (A2) is larger than the first area (Al).

3. Pneumatic valve according to claim 2, wherein the second area (A2) is at least 10 % larger than the first area (Al), preferably at least 30 % larger and more preferably at least 50 % larger.

4. Pneumatic valve according to any of claims 1-3, wherein the first activation surface (21) of the distribution spool (20) is arranged such that it is facing an opening of the first activation inlet (15).

5. Pneumatic valve according to any of claims 1-4, further comprising an actuator that is accessible from an outside of the valve body (10), said actuator being configured to move the distribution spool (20) towards the first position (Pl) when activated.

6. Pneumatic railway coupler arrangement (100, 100’, 100”, 100’”) for a railway coupler that comprises a mechanical coupler (50) for connecting to an opposing railway coupler, the pneumatic railway coupler arrangement comprising- a pneumatic valve (1, 1’) according to any previous claim,- an MRP inlet (101) that is configured to be connected to a main reservoir pipe of a rail vehicle for receiving pressurized air, said MRP inlet (101) being connected to the inlet (11) of the pneumatic valve (1, 1’),- an MRP valve (102) having a first MRP valve inlet (104) connected to the MRP inlet (101) and a second MRP valve inlet (103) configured to be connected to a main reservoir pipe of the opposing coupler for receiving pressurized air, said MRP valve (102) further comprising an MRP valve outlet (105) that is connected to the first activation inlet (15) of the pneumatic valve(1, 1’), and wherein the MRP valve (102) is configured to supply a flow of pressurized air from the MRP valve outlet (105) to the first activation inlet (15) when the second MRP inlet (103) is connected to the main reservoir pipe of the opposing coupler, and- at least one target device (40) connected to at least one of the first outlet (12) and second outlet (13) of the pneumatic valve (1, 1 ’) for receiving pressurized air from the pneumatic valve ( 1 , 1 ’) .

7. Pneumatic railway coupler arrangement according to claim 6, wherein one target device (40’) is an indicator (420) for indicating a coupling to the opposing coupler, and wherein the indicator (420) is configured to be activated by receiving pressurized air from at least one of the first outlet (12) and the second outlet (13).

8. Pneumatic railway coupler arrangement according to claim 6 or 7, wherein one target device (40”) is a centering device (430) configured to hold at least the mechanical coupler (50) in a centered position, and wherein the centering device (430) is configured to be activated when pressurized air is received from the second outlet (13) or to be deactivated when pressurized air is received from the first outlet (12).

9. Pneumatic railway coupler arrangement according to any of claims 6- 8, wherein one target device (40) is an actuator (411) for an electrical coupler (410) and wherein the first outlet (12) is connected to a coupling inlet (412) of the actuator (411) for the electrical coupler (410) and the second outlet (13) is connected to an uncoupling inlet (413) of the actuator (411) for the electrical coupler (410).

10. Pneumatic railway coupler arrangement according to claim 6, wherein one target device (40"') is a brake valve (440) connected to a BP inlet (120) that is configured to be connected to a brake pipe of therail vehicle for receiving pressurized air, wherein the second outlet (13) of the pneumatic valve (1) is connected to a blocking inlet of the brake valve (440) to prevent the brake valve (440) from receiving pressurized air from the BP inlet (120) when the distribution spool (20) of the pneumatic valve (1, 1’) is in the second position (P2).

11. Pneumatic railway coupler arrangement according to any of claims 6- 10, further comprising- a UC inlet (110) configured to be connected to an uncoupling pipe of the rail vehicle for receiving pressurized air, said UC inlet (110) being connected to a second activation inlet (16) of the pneumatic valve (1’), wherein the second activation inlet (16) is connected to a second activation surface (22) of the distribution spool (20) such that pressurized air received in the second activation inlet (16) reaches the second activation surface (22) to urge the distribution spool (20) towards the second position (P2).

12. Pneumatic railway coupler arrangement according to any of claims 6-9, further comprising- a second pneumatic valve (1”) according to any of claims 1-4, wherein the first activation inlet (15’) of the second pneumatic valve (1”) is connected to the first outlet (12) of the pneumatic valve (1), and wherein the inlet (11’) of the second pneumatic valve (1”) is connected to the MRP inlet (101) and the second activation inlet (16’) of the second pneumatic valve (1”) is connected to the UC inlet (110)- a brake valve (440) connected to a BP inlet (120) that is configured to be connected to a brake pipe of the rail vehicle for receiving pressurized air, wherein the second outlet (13’) of the second pneumatic valve (1”) is connected to a blocking inlet of the brake valve (440) to prevent the brake valve (440) from receiving pressurized air from the BP inlet(120) when the second pneumatic valve (1”) is in the second position.

13. Railway coupler (1000) comprising at least one pneumatic railway coupler arrangement according to any of claims 6- 12.

14. Railway coupler (1000) according to claim 13, wherein the railway coupler comprises a mechanical coupler (50) that in turn comprises a pivotable main shaft (52) and a pivotable manual uncoupling handle, wherein the manual uncoupling handle is configured so that a pivoting of the manual uncoupling handle causes a corresponding pivoting of the main shaft (52), and wherein an outer contour of the main shaft (52) comprises a recess (51), wherein further the main shaft (52) and the valve (1, 1’) are arranged in relation to each other such that the distribution spool (20) of the valve (1, 1’) is moveable into the first position (Pl) only when the main shaft (52) is pivoted such that the plunger (23) enters the recess (51), and wherein the main shaft (52) is further configured such that a pivoting of the main shaft (52) forces the plunger (23) out of the recess(51) to push the distribution spool (20) to the second position (P2).

15. Railway coupler according to claim 14, wherein the main shaft(52) is configured to counteract a pressure on the first activation surface (21) of at least 12 bar by rotating to force the plunger (23) out of the recess (51).

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