EP1300315B1 - Coupling arrangement for railway vehicles - Google Patents

Abstract

The coupling between rail cars, in a train rake, has a coupling head (1) with an angled coupling surface (3) and at least one pneumatic supply line (2), which is connected to the pneumatic line of the facing coupling head when they are locked together. The pneumatic line has a connector (9) within the coupling surface, with couplings (10) which move between active and inactive positions. When it is ready to be coupled, it is withdrawn in the inactive setting and/or it has a chamfered mantle surface at a head piece to be pushed by the other coupling in relation to the coupling surface when the cars are coupled together.

Description

The invention relates to a coupling arrangement for rail vehicles according to the preamble of claim 1.

In newer couplings for rail vehicles, the coupling process is carried out fully automatically by both a mechanical coupling of the two coupling heads as well as a coupling of the connecting lines, including the pneumatic connecting lines takes place.

A problem with such coupling arrangements for rail vehicles is that within the inclined coupling surface of the coupling head no protruding connecting elements should be provided for connecting the connecting lines, since these would be sheared off during the coupling process or at least damaged. For this reason, in the case of clutch arrangements which have an obliquely extending coupling surface, the pneumatic connecting lines are hitherto arranged for the most part on the side of the coupling head. The coupling of the two pneumatic connection lines is usually mechanical. Since such an arrangement requires a relatively large amount of space, the coupling head is thereby undesirably large and complicated.

From US 1,403,657 a coupling arrangement for rail vehicles is known, the coupling head is provided with a two-part coupling surface. The rear facing the rail vehicle coupling surface extends transversely to the longitudinal center axis of the coupling head, while the front coupling surface is disposed on an exposed and projecting forward hook-like head portion and extends obliquely to the longitudinal center axis of the coupling head. The rear coupling surface is provided with a recess into which engages the front, exposed head portion of the counter-coupling during the coupling process. The respective coupling head is provided with a securing bracket, which serves to lock the head part of the counter-coupling. For the pneumatic connection of the respective supply line, a valve arrangement is provided, which is provided with a substantially extending inside the coupling head rod, which projects beyond the coupling head end. Within the coupling head, a spring-loaded poppet valve is arranged on the rod itself, which shuts off the pneumatic connecting line in the unloaded state. On the front of the respective rod is surrounded by a permanently installed sealing ring. During the coupling process, the two sealing rings come to rest against each other and the end of the one rod strikes the end of the other, arranged in the counter-coupling rod. This shifts the respective rod back into the respective coupling head and opens the poppet valve, whereby the pneumatic connecting lines of the two coupling heads are connected together.

The object of the present invention is therefore to propose a trained according to the preamble of claim 1 clutch assembly for rail vehicles, which has a compactly constructed coupling head, despite the inclined coupling surface safe and reliable coupling of the pneumatic connecting lines to be made possible.

This object is achieved by the features cited in the characterizing part of claim 1.

By the connection element is arranged within the coupling surface, a compact coupling head can be realized. To avoid that the coupling member of the connecting element is damaged during the coupling process, it is further proposed that the coupling member is in the clutch ready state of the coupling head in the engaged rest position and / or provided with a beveled surface having head portion, on which the coupling member is slidable in the coupling process of the counter-coupling relative to the coupling surface. Each of the two aforementioned measures ensures that the coupling member is not damaged during the coupling process by the counter-coupling, the two measures in the sense of reliable operation and in terms of additional security can of course be combined with each other.

Preferred embodiments of the coupling arrangement are described in the dependent claims 2 to 19.

If the coupling member after the mechanical coupling of the coupling head with the counter-coupling are pneumatically shifted from the rest to the operative position, as described in a preferred embodiment, the compressed air of the supply line is preferably used for pneumatic displacement of the coupling member.

Fig. 1

einen Längsschnitt durch ein erstes Ausführungsbeispiel eines Kupplungskopfs einer Kupplungsanordnung;

Fig. 2 bis 4

den Kupplungskopf gemäss Fig. 1 zusammen mit einem Teil der Gegenkupplung in verschiedenen Phasen während des Kupplungsvorgangs, wobei beide Kupplungsköpfe mit Druckluft versorgt sind;

Fig. 5 bis 7

den Kupplungskopf gemäss Fig. 1 zusammen mit einem Teil der Gegenkupplung in verschiedenen Phasen während des Entkupplungsvorgangs;

Fig. 8 bis 10

den Kupplungskopf gemäss Fig. 1 zusammen mit einem Teil der Gegenkupplung in verschiedenen Phasen während des Kupplungsvorgangs, wobei nur der eine Kupplungskopf mit Druckluft versorgt ist;

Fig. 11 und 12

ein ungewolltes Trennen der Kupplungsköpfe, und

Fig. 13

einen Kupplungskopf mit einem alternativen Ausführungsbeispiel eines Kupplungsorgans.

The invention will be explained in more detail with reference to drawings. In these drawings shows:

Fig. 1

a longitudinal section through a first embodiment of a coupling head of a clutch assembly;

Fig. 2 to 4

the coupling head according to Figure 1 together with a part of the counter-coupling in different phases during the coupling process, wherein both coupling heads are supplied with compressed air.

Fig. 5 to 7

the coupling head according to Figure 1 together with a part of the counter-coupling in different phases during the uncoupling process.

Fig. 8 to 10

1 together with a part of the counter-coupling in different phases during the coupling process, wherein only one coupling head is supplied with compressed air;

FIGS. 11 and 12

unintentional disconnection of the coupling heads, and

Fig. 13

a coupling head with an alternative embodiment of a coupling member.

With reference to FIG. 1, which shows the coupling arrangement in a longitudinal section, the basic structure is explained in more detail. The coupling arrangement shown largely schematically consists of a coupling head 1, which is provided with a pneumatic supply line 2. In order to connect the supply line 2 of the coupling head 1 with the supply line of the counter-coupling (not shown), various elements are provided, which will be discussed in more detail below. Under pneumatic supply line can be understood in the present case, both a brake line as well as a conventional pneumatic feed line, wherein a coupling head can of course be provided with both of said supply lines. The two supply lines are preferably arranged one above the other. For the sake of simplicity, however, only one pneumatic supply line will be discussed below. It is understood that in the presence of two pneumatic supply lines preferably both are provided with the elements set forth in detail below, or operate according to the principle explained, with possibly only a 3/2-way valve are provided for driving the corresponding elements got to.

The arrangement and operation of this 3/2-way valve will be explained in more detail below.

The coupling head 1 has on the coupling side on an inclined coupling surface 3, which is provided at the end with a side cheek 4 for receiving the counter-coupling. Under oblique in the present case to understand that the coupling surface 3 forms an angle with the longitudinal center axis L of the coupling head 1. Normally, the longitudinal center axis L of the coupling head 1 coincides with the longitudinal center axis L of the rail vehicle (not shown). On the opposite side of the side cheek 4, the coupling head 1 with an exchangeable plastic plate 6 to form a coupling surface 3 upstream shock and sliding surface 7 is provided. This shock and sliding surface 7 protrudes by the distance H with respect to the coupling surface 3.

The supply line 2 opens within the oblique coupling surface 3 from the coupling head 1. For coupling the supply line 2, a connecting element 9 is arranged within the coupling surface 3, which has a coupling member 10. The coupling member 10 is provided with a central, communicating with the supply line through opening 5 and pneumatically displaceable between an engaged rest position and a disengaged operative position. The coupling member 10 is surrounded by a recessed into the coupling surface 3 bushing 11. The bush 11 is provided with an annular shoulder 12 and the coupling member 10 with an annular collar 13. Between the shoulder 12 of the bushing 11 and the collar 13 of the coupling member 10, a compression spring 14 is clamped, which presses the coupling member 10 in the illustrated here, rest position. The coupling member 10 is frontally provided with a circumferential sealing lip 15.

In an angled section of the pneumatic supply line 2, a shut-off valve 17 is arranged, which serves to shut off the supply line 2 in the uncoupled state of the coupling head 1. Before the angled section, the pneumatic supply line is labeled 2.1 and then 2.2. The shut-off valve 17 has a shut-off device 18 loaded by means of a spring 19, which in the idle state shuts off the supply line 2 at a valve seat 22 adapted to the shut-off device 18. On the back of the obturator 18 is provided with a circumferential collar 20. In the angled portion of the supply line 2, a front part of the obturator 18 surrounding annular channel 27 is provided. For mechanical securing of mechanical coupling elements (not shown), which in the coupling process at the respective engage other coupling head (counter coupling) and mechanically connect the two coupling heads together, a locking member 16 is provided. The locking member 16 has three positions: a dome-ready position designated A, a locking position B and a disengaged position C. At the end of the mechanical coupling operation, the locking member 16 rotates in the designated B locking position. In this locking position B, the locking member 16 secures the mechanical coupling mechanism against accidental release. Furthermore, as already mentioned above, a pneumatic 3/2-way valve 23 for the pneumatic control of the coupling member 10 and the shut-off valve 17 is provided. This 3/2-way valve 23 is mechanically coupled to the locking member 16 so that it is in the positions A and C of the locking member 16 in the upper rest position (uncoupling position), while it is in the position B of the locking member 16 in the lower operative position (coupling position) remains.

From the annular channel 27, a connecting line 24 leads to the left input side of the 3/2-way valve 23, whereby the latter is pneumatically connected to the upstream of the obturator 18 right part 2.1 of the supply line 2. From the right output side of the 3/2-way valve 23, a first outlet line 25 leads to the back of the collar 13 of the coupling member 10 and a second outlet line 26 to the front of the arranged on the obturator 18 collar 20th

The obturator 18 of the shut-off valve 17 has a through-bore 21 which connects the inside of the obturator 18 pneumatically with the lying before the obturator 18 right part 2.1 of the supply line 2. As a result, the rear side (inner side) of the obturator 18 is subjected to the pressure prevailing in the right-hand part 2.1 of the connecting line and loaded on the surface designated F3 in such a way that the action of the spring 19 in the closed state of the obturator 18 is supported. The obturator 18 is provided with a further, pneumatically acted surface F2, the latter being dimensioned such that when pressurizing the second surface F2 via the outgoing line 26, the force acting on this further surface F2 force is greater at least by the spring bias of the spring 19 , as the force exerted on the first surface F2 by pressurizing the supply line 2, so that the obturator 18 is pneumatically displaceable against the spring force. After the obturator has lifted from the valve seat 22, the pressure on the front equalizes the pressure on the back of the obturator 18, whereby the obturator is suddenly moved into the open position. By this design is also causes after opening the obturator 18 only a small Pressure must act on the annular surface F2, so that the obturator 18 remains in the open position.

When pressure is applied to the two outlet lines 25, 26 via the valve 23 and the coupling member 10 is pneumatically displaced against the force of the spring 14. The pressure-effective surface on the back of the collar 13 of the coupling member 10 is denoted by F1. The pressure-effective surface F1 on the collar 13 of the coupling member 10 and the collar 20 of the obturator 18 is dimensioned in relation to the respective spring force such that first the coupling member 10 from the rest to the operative position and only then the obturator 18 of the shut-off is moved into the open position. This can prevent that the connecting line 2 is opened before it is connected via the coupling member 10 to the connecting line of the counter-coupling. Preferably, the coupling member 10 is pneumatically at least by the vertical distance H between the shock and sliding surface 7 and the coupling surface 3 on the clutch surface 3 also displaced. This can ensure that even then a pneumatic connection between the coupling member 10 of the future connection line 2 and the coupling member of the connecting line of the counter-coupling comes about, if only this world-side coupling member 10 is moved from the rest to the operative position. This is the case, for example, if only one, this side, clutch assembly is supplied with compressed air, as will be explained in more detail below.

With reference to Figures 2 to 4, the coupling process and the connection of the supply lines between the this side coupling head and the coupling head of a counter-coupling will be explained in more detail, it being assumed that both coupling heads are supplied with compressed air. Identical parts of the counter-coupling are provided with the same reference numerals and the addition "a".

In the figure 2 is the this side coupling head 1 as well as the counter-coupling 1a, of which only the area is shown around the coupling member 10a, in the initial state, ie in the ready-coupling position. The locking member 16 stands in the dome-ready position A and the associated 3/2-way valve 23 in the upper rest position, in which the two outgoing lines 25, 26 are open to the atmosphere, while the connecting line 24 is locked within the valve 23 is. The coupling member 10 is in the engaged state of rest, so that it is not damaged by the counter-movement 1a performing a relative movement. The obturator 18 occupies the supply line 2 shut off hibernation.

Fig. 3 shows the state after the two coupling heads were mechanically coupled together. Now, the locking member 16 is in the locking position B and the valve 23 has been switched from the upper rest to the lower operative position, in which the two outgoing lines 25, 26 are acted upon by the valve 23 with compressed air. In this state, the collar of the coupling member 10 is pressurized with compressed air, whereby the coupling member 10 is pneumatically moved forward in the illustrated operative position. Now there is a connection between the supply lines 2, 2a via the two coupling members 10, 10a. It is understood that in the counter-coupling 1a, the same process takes place by their coupling member 10a is also moved forward into the operative position, so that the two coupling members 10, 10a finally meet approximately in the middle between the two clutches, like this represented in the present case.

After the coupling member 10 has been moved into the operative position, the obturator 18 is also displaced pneumatically from the shut-off to the open position against the spring force, whereby the supply line 2 is opened and the two coupling heads 1, 1 a are pneumatically interconnected (FIG. 4). , The front side of the respective coupling member 10 arranged sealing lip 15 (Fig. 1) ensures a tight connection.

The uncoupling process will be explained with reference to FIGS. 5 to 7. To decouple the two coupling heads 1, 1a, the locking member 16 is first rotated from the locking position B to the uncoupled position C. This can be done manually or automatically, depending on the design of the coupling. By the rotation of the locking member 16, the mechanical coupling elements are unlocked and the valve 23 is switched from the upper coupling to the lower uncoupling position, whereby the pressure in the outlet lines 25, 26 can escape into the atmosphere. Under the load of the respective spring, first the obturator 18 moves from the open to the shut-off position and closes the supply line (FIG. 5). Thereafter, the coupling member 10 is moved to the engaged rest position (Fig. 6) and interrupts the connection between the supply lines. Finally, the counter-coupling 1a is mechanically removed and the locking member 16 is rotated in the coupling-ready position A (Fig. 7).

Figures 8 to 10 show different phases during the coupling process, in contrast to the above-described coupling process only the right, this side, the two to be coupled coupling heads 1, 1a is supplied with compressed air.

The fundamental difference to the example shown in FIGS. 2 to 4 is that in this case the coupling member 10 of the right coupling head 1 must be moved by about twice the amount so that a connection between the two supply lines 2, 2a is achieved, since the coupling member 10a of the left coupling head 1a remains in the rest position. This state is shown in FIGS. 9 and 10. After the right coupling member 10 has applied to the coupling member 10a of the counter coupling 1a, the obturator 18 moves in this side coupling head 1 from shut-off to the open position, whereby now the supply line 2a in the counter-coupling 1a is also supplied with compressed air and their pressure increases. As a result, the end face of the obturator of the counter-coupling 1a is also supplied with compressed air, so that this lifts off from the valve seat. Since the 3/2-way valve in the counter-coupling 1a has already been moved from the rest to the operative position during the mechanical coupling process, the obturator is now moved from the shut-off to the open position. Thereafter, the collar of the coupling member 10a and the obturator (not shown) is pneumatically pressurized and the two coupling members 10, 10a oscillate with time in a middle position between the two coupling heads 1, 1a a.

An unwanted separation of the coupling heads will be described with reference to FIGS. 11 and 12. It is assumed that the two coupling heads 1, 1a, as shown in FIG. 11, are mechanically and pneumatically coupled together, and the locking member 16 is in the coupling position B. If the one (left) coupling head is unintentionally separated from this state, the compressed air escapes via the respective coupling element 10, 10a into the atmosphere in both coupling heads 1, 1a. However, since the 3/2-way valve 23 is still in the lower operative position (coupling position), the obturator 18 continues to be pneumatically acted on the line 26 and remains in the open position, so that the pressure in the supply line 2 remains constant low , Therefore, such a coupling arrangement is particularly suitable for connecting the pneumatic supply lines, as provided for the brakes to be released pneumatically and nowadays also commonly used on rail vehicles. As soon as a pressure drop occurs in the pneumatic brake system, forcible emergency braking is initiated.

Fig. 13 shows a coupling head with an alternative embodiment of a coupling member 29, wherein the connecting element is in turn provided with the reference numeral 9. The coupling member 29 is provided with a head portion 30 having a tapered lateral surface 8. The lateral surface 8 encloses with the longitudinal center axis 34 of the coupling member 29 an angle a of more than 45 °.

By the bias of a spring 31, the coupling member 29 is pressed into the disengaged rest position shown here, in which the head part 30, the coupling surface 3 extends beyond at least the distance H. The coupling member 29 is displaceable against the spring force transversely to the coupling surface 3. The fundamental difference compared to the previously described with reference to Figures 1 to 12 coupling member 10 is that the coupling member 29 shown here on the one hand has a disengaged rest position and on the other hand is not pneumatically moved from the rest to the operative position. Rather, the coupling member 29 on a disengaged rest position. In addition, the coupling member 29 is moved relative to the coupling surface 3 during the coupling process on the chamfered lateral surface 8 by the counter-coupling 1b. As a result, the counter-coupling 1b, the coupling member 29 run over without the risk of damage is the same. The coupling member is also provided in this case with a central through-opening 32 and a through-opening 32 comprehensive, frontally disposed seal 33. Possibly. can also be dispensed with in this variant, arranged on the pneumatic line shut-off valve 17.

It is understood that the combination of a pneumatically displaceable and provided with a beveled lateral surface 8 head portion 30 is quite a useful and executable variant. By such a combination can be ensured, for example, that in the case of jamming of the head part in the disengaged position, the coupling member is moved by the counter-coupling in the engaged position.

In addition, it should be noted that a trained according to FIG. 1 coupling head can be coupled easily with a trained according to FIG. 13 coupling head.

• kompakter Aufbau des Kupplungskopfs;
• keine separate Energiezufuhr zum Kuppeln der Versorgungsleitungen notwendig; ggf. wird die pneumatische Energie der Druckluft zum Bewegen der die Verbindung zwischen den pneumatischen Versorgungsleitungen herstellenden Kupplungsorgane verwendet;
• einfache, sichere und zuverlässige Funktionsweise;
• ein sicheres Kuppeln ist auch dann gewährleistet, wenn nur der eine der beiden zu verbindenden Kupplungsköpfe mit Druckluft versorgt ist;
• im Falle einer ungewollten Trennung wird eine Notbremsung eingeleitet;
• Beim Ausführungsbeispiel gemäss Fig. 1 ist im entkuppelten Zustand (Hebel 16 in Position C) die pneumatische Leitung zwischen den beiden Fahrzeugen physikalisch getrennt, auch wenn die Kupplungsköpfe noch aneinander anliegen. Dies wird dadurch erreicht, dass das Kupplungsorgan 10 nach dem Lösen der mechanischen Kupplung pneumatisch entlastet wird und sich durch die Federvorspannung in die eingerückte Ruhestellung bewegt, so dass ein ungewolltes pneumatisches "Auffüllen" des Gegenfahrzeugs nicht möglich ist.

The advantages of a coupling arrangement designed according to the invention can be stated as follows:

• compact construction of the coupling head;
• no separate power supply necessary to couple the supply lines; if necessary, the pneumatic energy of the compressed air is used to move the coupling members making the connection between the pneumatic supply lines;
• simple, safe and reliable operation;
• a secure coupling is guaranteed even if only one of the two coupling heads to be connected is supplied with compressed air;
• in case of accidental disconnection, emergency braking is initiated;
• In the embodiment according to FIG. 1, in the uncoupled state (lever 16 in position C), the pneumatic line between the two vehicles is physically separated, even if the coupling heads still abut one another. This is achieved in that the coupling member 10 is pneumatically relieved after release of the mechanical clutch and moves through the spring preload in the engaged rest position, so that an unwanted pneumatic "filling" of the opposite vehicle is not possible.

Claims (19)

1. Coupling arrangement for rail vehicles, having a coupling head (1) which is provided with an obliquely extending coupling face (3) and with at least one pneumatic supply line (2) which has to be connected to the pneumatic supply line of the mating coupling (1a) during the coupling process, characterized in that the supply line (2) is provided with a connecting element (9) which is arranged inside the coupling face (3) and has a coupling element (10, 29) which can be moved between a position of rest and an active position, the coupling element (10) being in an engaged position of rest in the state in which the coupling head (1) is ready to couple and/or said coupling element (10) being provided with a head part (30) which has a bevelled outer face (8) on which the disengaged coupling element (29) can be displaced relative to the coupling face (3) by the mating coupling (1a) during the coupling process.
2. Coupling arrangement according to Claim 1, characterized in that the coupling element (10, 29) has a central through-opening (5, 32) which is connected to the supply line and is provided on its front side with a seal (15, 33) which surrounds the through-opening (5, 32).
3. Coupling arrangement according to Claim 1 or 2, characterized in that the coupling element (29) can be displaced transversely with respect to the coupling face (3) and is provided with a head part (30) which has a bevelled outer face (8) and which outer face (8) includes an angle (a) of more than 45° with the longitudinal centre axis (34) of the coupling element (29).
4. Coupling arrangement according to one of the preceding claims, characterized in that the coupling element (29) is loaded by means of a spring (31) which is intended to press the coupling element (29) into a disengaged position of rest, the coupling element (29) being capable of being displaced counter to the spring force from the disengaged position of rest into an engaged active position by the mating coupling (1b) during the coupling process.
5. Coupling arrangement according to one of Claims 1 to 3, characterized in that the coupling element (10) is loaded by means of a spring (14) which is intended for pressing the coupling element (10) into an engaged position of rest, and in that after the mechanical coupling of the coupling head (1) to the mating coupling (1a) the coupling element (10) is displaced pneumatically counter to the spring force from the engaged position of rest into the disengaged active position.
6. Coupling arrangement according to one of Claims 1 to 3, characterized in that the coupling element (10) is loaded by means of a spring (14) which is intended to press the coupling element (10) into an engaged position in the state of rest.
7. Coupling arrangement according to one of the preceding claims, characterized in that a shut-off valve (17) which is provided with a shut-off element (18) which shuts off the supply line (2) in the uncoupled state of the coupling head (1) is arranged in the pneumatic supply line (2).
8. Coupling arrangement according to Claim 7, characterized in that control means (23) are provided for pneumatically activating the shut-off valve (17), which control means (23) can be activated by a locking element (16) which signals the end of the coupling process, in such a way that the shut-off element (18) can be displaced pneumatically from the shut-off position into the open position after the coupling head (1) has been coupled mechanically to the mating coupling (1a).
9. Coupling arrangement according to Claim 7 or 8, characterized in that the shut-off element (18) of the shut-off valve (17) is loaded in the closing direction by means of a spring (19).
10. Coupling arrangement according to Claim 9, characterized in that the shut-off element (18) of the shut-off valve (17) is provided with a first face (F3) which can be acted on pneumatically and which loads the shut-off element (18) in the closing direction in the closed state, and in that the shut-off element (18) is provided with a second face (F2) which can be acted on pneumatically and which loads the shut-off element (18) counter to the closing direction and which is dimensioned in such a way that when pressure is applied to the second face (F2) via the supply line (2) the force acting on the second face (F2) is larger, by an amount at least equal to the spring bias of the spring (19), than the force exerted on the first face (F3) by the application of pressure via the supply line (2) so that the shut-off element (18) can be displaced pneumatically counter to the spring force.
11. Coupling arrangement according to Claim 7, characterized in that common control means (23) are provided for pneumatically activating the coupling element (10) and the shut-off element (18).
12. Coupling arrangement according to Claim 7 or 11, characterized in that the shut-off element (18) is displaced from the position of rest into the active position with a delay compared to the coupling element (10).
13. Coupling arrangement according to Claim 7 or 11, characterized in that the coupling element (10) is displaced from the active position into the position of rest with a delay compared to the shut-off element (18).
14. Coupling arrangement according to one of Claims 11 to 13, characterized in that the respective ratio between the face (F1, F2) to which pressure can be applied and the spring bias at the coupling element (10) is larger than at the shut-off element (18) so that the coupling element (10) is displaced from the position of rest into the active position or from the shut-off position into the open position before the shut-off element (17).
15. Coupling arrangement according to one of Claims 11 to 13, characterized in that the respective ratio between the face (F1, F2) to which pressure can be applied and the spring bias at the coupling element (10) is larger than at the shut-off element (18) so that the shut-off element (17) is displaced from the active position into the position of rest or from the open position into the shut-off position before the coupling element (10).
16. Coupling arrangement according to Claim 11, characterized in that the control means comprise a 3/2-way valve (23) for pneumatically activating the coupling element (10) and the shut-off element (18).
17. Coupling arrangement according to Claim 11 or 16, characterized in that the pneumatic control means (23) are fed by the connecting line (2).
18. Coupling arrangement according to one of Claims 7 to 10, characterized in that the supply line (2) in the coupling head (1) is embodied in an angled fashion and forms a valve seat (22) against which the shut-off element (18) bears in the shut-off position.
19. Coupling arrangement according to one of the preceding claims, characterized in that the coupling head (1) has an abutting and sliding face (7) which is positioned in front of the coupling face (3), and the coupling element (10) can be displaced beyond the coupling face (3) pneumatically or by the bias of the spring by at least the perpendicular distance (H) between the abutting and sliding face (7) and the coupling face (3).

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