EP3802263B1 - Coupling system for a rail vehicle - Google Patents

Description

The invention relates to a coupling system for a rail vehicle, comprising an electrical coupling with a coupling housing, a contact carrier structure attached to the coupling housing and a plurality of contacts which are mounted on the contact carrier structure and which each have one of several different functions.

Electrical or optical couplings are used for signal and power transmission in rail vehicles. Such a coupling is often supplied with automatic or semi-automatic center buffer couplings. The latter enable two or more multiple units to be coupled and uncoupled to form a train set without the need for additional operating personnel.

U.S. 3,606,030 A discloses a coupling system for rail vehicles with a housing and a contact carrier structure with a plurality of contact elements. The contact carrier structure is made up of different contact carrier inserts (called a module there).

figure 1 shows an example of an electric clutch 10, which is part of a clutch system currently marketed by the applicant itself. In addition to the electrical coupling 10, this coupling system has one or more figure 1 hand plugs, not shown, which are connected to the coupling 10 via protective hoses.

The electric clutch 10 has a clutch housing 12 consisting essentially of a Housing body 14 and a flap 16 is formed. During coupling, the flap 16 is automatically pivoted relative to the housing body 14 in such a way that it releases a contact carrier structure 20 attached to an end face of the housing body 14 . When uncoupling, the flap 16 closes automatically and covers the contact carrier structure 20. A spring arrangement 18 ensures that the flap 16 is in the coupled state locked in its open position and locked in its closed position when uncoupled.

According to figure 2 , which again shows the contact carrier structure 20 on its own, the contact carrier structure 20 is formed from a one-piece insulating body 21 on which a plurality of electrical contacts 22a, 22b, 24a, 24b, 26a, 26b and 28a, 28b are mounted. Different transmission functions are realized by the aforementioned electrical contacts, with which the one-piece contact carrier structure 21 is equipped. The contacts labeled 22a, 22b are used for digital data transmission, while the electrical contacts 24a, 24b are for high-frequency signal transmission, the contacts 26a, 26b for low-frequency signal transmission and the electrical contacts 28a, 28b for energy transmission, ie current transmission are. Since the electrical contacts serve different transmission purposes, they also differ from one another structurally. this is in figure 2 for the contacts 22a, 22b and 28a, 28b are immediately apparent. However, the same also applies to the contacts 24a, 24b and 26a, 26b. For example, the contacts 24a, 24b used for high-frequency signal transmission are gold-plated contacts and the contacts 26a, 26b used for low-frequency signal transmission are silver-plated contacts.

As shown figure 2 It can also be seen that the contacts mounted on the contact carrier structure 20 form a contact arrangement that is as it were mirror-symmetrical with respect to a central axis of symmetry X, which divides the contact carrier structure 20 into two halves. The in figure 2 contacts 22a, 24a, 26a, 28a arranged in the left half of the contact carrier structure 20 are designed as plug contacts, while the contacts 22b, 24b, 26b, 28b arranged in the right half of the contact carrier structure 20 are designed as socket contacts. In the present technical context, the left and the right side of the contact carrier structure 20 are also referred to as the cone side or the funnel side. The mirror-symmetrical contact arrangement takes into account the fact that the electrical coupling 20 should enable coupling in opposite directions.

A conventional electric clutch in the figures 1 and 2 shown type always represents a customer-specific unit. This means that, depending on the customer's requirements, the coupling must be redesigned and manufactured on a project-specific basis. Since each clutch is unique, there are long delivery times. These are due in particular to a large number of interaction loops in the mechanical and electrical coordination and the complex approval procedure. Complex project planning and complex change management are also required for the customer, for example a vehicle manufacturer. In addition, high demands are placed on the documentation.

The object of the present invention is to specify a coupling system for a rail vehicle and a method for its production, which allow a significant reduction in the design and production costs.

The invention solves this problem through the subject matter of the independent claims. Advantageous developments are specified in the dependent claims.

The invention provides a coupler system for a railway vehicle, comprising a coupler having a coupler housing, a contact support structure attached to the coupler housing, and a plurality of contacts mounted to the contact support structure, each having one of a plurality of different functions. According to the invention, the contact carrier structure can be assembled from several separate contact carrier inserts. From the large number of contacts, only those that have the same function are mounted on each of the separate contact carrier inserts.

The clutch is designed as an electrical clutch. Accordingly, the contacts mounted on the contact support structure are in the form of electrical contacts. In any case, the contacts are designed for the special technical specifications that result from the respective application. In the railway sector, these specifications relate, for example, to the number of mating cycles and the harsh operating conditions encountered here as a result of environmental, shock and vibration influences.

The provision of separate contact carrier inserts favors a modular design of the coupling system based on a building block principle. This modular principle provides in particular standardized connection options, which significantly reduce the design and manufacturing effort. Subsequent changes to the coupling system can also be carried out quickly and easily, since only modules whose functionality has already been checked in advance have to be exchanged. This is particularly advantageous if the clutch is to be retrofitted taking into account further technological developments. Despite the advantageous structure, the flexibility that the customer requires with regard to the transmission functions to be implemented in his specific application is retained.

The invention enables a significant reduction in the design and manufacturing effort and at the same time ensures that the customer still retains the required functionality and flexibility. In this respect, the invention is based on an extensive and precise analysis of the signals preferably transmitted in the present technical field. In particular, this analysis forms the basis for the modularization of the clutch system that can be realized by the present invention.

If the present application mentions that the electrical contacts have the same or different functions, this function means a signal transmission function, i.e. a function that characterizes the transmission of the electrical signals within the clutch system.

The separate contact carrier inserts of the clutch, from which the contact carrier structure can be assembled, are formed from pairs of functions, each of which includes two contact carrier inserts whose contacts have the same function.

In a particularly preferred embodiment, each contact carrier insert is assigned a fixed mounting position within the contact carrier structure, which depends the function which the contacts mounted on this contact carrier insert have is predetermined.

The assembly positions of the contact carrier inserts forming a respective functional pair are preferably arranged mirror-symmetrically to an axis of symmetry, which divides the contact carrier structure into two halves. In this case, the contacts of those contact carrier inserts whose assembly positions are in one half of the contact carrier structure are designed as pin contacts, while the contacts of those contact carrier inserts whose assembly positions are in the other half of the contact carrier structure are designed as socket contacts. The aforementioned two halves of the contact carrier structure are assigned in particular to the funnel side or the cone side of the coupling.

The coupling system comprises at least one hand plug, which is arranged outside of the coupling housing and has a plurality of contact inserts, each with at least one electrical contact which can be connected to one of the contacts of one of the contact carrier inserts. Such a manual connector is connected to the coupling housing via a protective hose, for example. Lines are routed in the protective hose and run between the coupling and the manual connector. The hand plug is used to connect these lines inside the vehicle. In this embodiment, the contact inserts and their contacts of the hand-held connector on the one hand and the contact carrier inserts arranged on the coupling housing and their contacts on the other hand can be designed significantly differently. In particular, it is possible to design the contact inserts and contacts of the manual connector, which usually only very rarely have to be plugged and unplugged by hand, less robust and generally with less technical effort than the contact carrier inserts and contacts that are mounted on the coupling housing. The latter are located on the front side of the coupling system facing the outside space and have to be used when coupling and decoupling two multiple units to form a train set can withstand a large number of mating cycles without damage. This contact carrier inserts and contacts are briefly exposed to the outside during the coupling and uncoupling process and are otherwise by a

Flap or protected by the coupled counter-coupling. Accordingly, the technical requirements for the contact components on the front of the coupling system are significantly higher than for the corresponding components in the hand connector.

The coupling system is composed of several modules that can be assembled independently of one another, with each module having at least two of the contact carrier inserts that form one of the functional pairs and at least one of the contact carrier inserts of the manual connector as well as a first electrical connection between the two contact carrier inserts and a second electrical connection between one of the two Includes contact carrier inserts and the contact insert of the manual connector.

In an advantageous embodiment, the electrical connection has a first electrical line, which couples one of the contacts of one contact carrier insert to one of the contacts of the other contact carrier insert. Furthermore, the second connection has a second electrical line, which couples the aforementioned electrical contact of the other contact carrier insert to one of the contacts of the contact insert of the hand-held connector.

In a particularly preferred embodiment, the first and the second line are attached directly to the contact of the other contact carrier insert.

The contact carrier inserts can each be mounted on the coupling housing by means of a screw connection.

A circumferential clutch seal is preferably provided, which is held between the clutch housing and the contact carrier structure composed of the contact carrier inserts.

In an advantageous development, at least one holder insert is provided, which can be mounted on the clutch housing by means of a screw connection Clutch seal is held in part between the retainer insert and the clutch housing.

The different functions of the electrical contacts mounted on the separate contact carrier inserts preferably include at least digital data transmission, high-frequency signal transmission, low-frequency signal transmission and energy transmission.

The invention also provides a method for manufacturing a clutch system for a rail vehicle, in which the above-mentioned modules are preassembled in such a way that a large number of different modules are provided, then those modules are selected which correspond to a predetermined target configuration, and finally the selected ones modules are assembled.

The invention also provides a method for manufacturing a coupling system provided for a rail vehicle with an electrical coupling that has a coupling housing and a contact carrier structure attached to the coupling housing, and with at least one manual connector that is arranged outside of the coupling housing, comprising the following steps: Provision of separate contact carrier inserts serving to form the contact carrier structure, wherein only those contacts having the same function are mounted on each of the separate contact carrier inserts from a plurality of electrical contacts, each having one of a plurality of different functions; Provision of separate contact inserts, each with at least one contact, for forming the hand-held connector; preassembling a plurality of modules, each module comprising at least one of the contact carrier inserts, at least one of the contact inserts and a connection between the contact carrier insert and the contact insert; Selecting those modules that correspond to a predetermined target configuration of the clutch system; and assembling the selected modules, each module being preassembled in such a way that it comprises at least two of the contact carrier inserts, which form a functional pair and whose contacts have the same function, and that an electrical connection is provided between the two contact carrier inserts.

The aforementioned contacts are in turn designed as electrical contacts.

This method makes it possible to select a clutch system from a limited number to configure stock standard components in the form of the aforementioned modules. This means that a special coupling variant can be set up in a much shorter time than before. The only variable here is ultimately the length of the cable that runs between the contact carrier structure arranged on the coupling housing and the hand-held connector and produces the electrical connection for signal transmission between the contact carrier structure and the hand-held connector. For each module, the assembly work is reduced to cutting the cable, stripping it, attaching it, installing it and subjecting it to a final test. All other components are readily available from stock. This means that a replacement coupling can be delivered without any major delay and maintenance can be carried out on a rolling basis without any time pressure.

In this way, a coupling system can be manufactured that is the sum of the individual modules, with the modules within the coupling system each having exactly a fixed place that is the same in every configuration, both in the coupling and in the hand connector.

Figur 1

eine elektrische Kupplung nach dem Stand der Technik;

Figur 2

eine Kontaktträgerstruktur der Kupplung nach Figur 1;

Figur 3

ein Ausführungsbeispiel des erfindungsgemäßen Kupplungssystems;

Figur 4

eine Kontaktträgerstruktur der in Figur 3 gezeigten elektrischen Kupplung;

Figur 5

eine perspektivische Schnittansicht der elektrischen Kupplung nach Figur 3;

Figur 6

eine schematische Darstellung, die ein erfindungsgemäßes, vormontierbares Modul zum Aufbau des Kupplungssystems nach Figur 3 zeigt;

Figur 7

eine schematische, teilweise geschnittene Ansicht zur Veranschaulichung eines Doppelleitungsanschlusses an einem elektrischen Kontakt, der an einem separaten Kontaktträgereinsatz montiert ist; und

Figur 8

eine schematische Darstellung, die den modulartigen Aufbau der erfindungsgemäßen Kupplungssystems veranschaulicht.

The invention is explained in more detail below with reference to the figures. Show in it:

figure 1

a prior art electric clutch;

figure 2

a contact carrier structure of the clutch figure 1 ;

figure 3

an embodiment of the clutch system according to the invention;

figure 4

a contact carrier structure of the in figure 3 shown electric clutch;

figure 5

a perspective sectional view of the electrical coupling figure 3 ;

figure 6

a schematic representation of an inventive, pre-assembled module for the construction of the clutch system figure 3 shows;

figure 7

Figure 12 is a schematic, partially sectioned view showing a dual wire termination on an electrical contact mounted on a separate contact carrier insert; and

figure 8

a schematic representation that illustrates the modular structure of the clutch system according to the invention.

The following is with reference to the Figures 3 to 8 an electrical clutch system 29 described, which is an inventive development of in the figures 1 and 2 shown, represents the solution known from the prior art. The following description concentrates essentially on those aspects which distinguish the clutch system 29 according to the invention from the previous solution and which are necessary for understanding the invention.

The clutch system 29 comprises an electrical clutch 30 which has a clutch housing 32 on the end face of which a contact carrier structure 34 is attached. The coupling system 29 also includes two manual connectors 36, 38, which are each coupled to the coupling housing 32 of the electric coupling 30 via a protective hose 40 and 42, respectively.

The construction of the contact carrier structure 34 according to the invention is figure 4 shown. Thus, the contact carrier structure 34 is different from that in FIGS figures 1 and 2 State of the art shown is not implemented in the form of the one-piece contact carrier 21, but composed of several separate contact carrier inserts 44a, 44b, 46a, 46b, 48a, 48b and 50a, 50b. The contact carrier structure 34 is bordered at both ends by two holder inserts 52a and 52b.

The contact carrier inserts 44a/b to 50a/b form functionally separate assemblies in such a way that only electrical contacts that have the same transfer function are mounted in the contact carrier inserts. The contact carrier inserts 44a, 44b each have two contacts 54a and 54b, respectively, which are used for digital data transmission. In contrast, the contact carrier inserts 46a, 46b each have a plurality of contacts 56a and 56b fitted, which are used for high-frequency signal transmission. The contacts 56a, 56b are therefore designed as gold-plated contacts, for example. The three contact carrier inserts 48a and 48b form functionally identical assemblies. Each of these contact carrier inserts 48a, 48b is equipped with a plurality of electrical contacts 58a and 58b, respectively, which are used for low-frequency signal transmission. The contacts 58a, 58b are designed as silver-plated contacts, for example. Finally, the contact carrier inserts 50a, 50b are each fitted with a plurality of electrical contacts 60a and 60b, respectively, which serve to transmit energy (current transmission).

The electrical contacts 54a, 56a, 58a, 60a, 54b, 56b, 58b, 60b form a mirror-symmetrical contact arrangement with respect to a central axis of symmetry Y, which divides the contact carrier structure 34 into two halves. In the figure 4 Electrical contacts 54a, 56a, 58a and 60a arranged in the left half of the contact carrier structure 34 are designed as plug contacts. In contrast, the contacts 54b, 56b, 58b and 60b mounted in the right half of the contact carrier structure 34 are designed as socket contacts. The left and right sides of the contact carrier structure 34 form the cone side and the funnel side, respectively.

The figure 5 shows a perspective sectional view through the right half of FIG figure 4 illustrated contact carrier structure 34. Like the figure 5 As can be seen, the clutch 30 has a circumferential clutch seal 62 which encloses the contact carrier structure 34 . The clutch seal 62 is held directly between the clutch housing 32 and the individual contact carrier inserts 44a/b to 50a/b and the two holder inserts 52a, 52b. No additional parts are therefore necessary for the positioning of the clutch seal 62, as is the case in other solutions known from the prior art.

The contact carrier inserts 44a/b to 50a/b are each fastened directly to the coupling housing 32 by a plurality of screws, for example two, which engage in associated screw holes 64 (cf. figures 4 and 5 ). Thus, no further intermediate parts are required for the attachment of the separate contact carrier inserts 44a/b to 50a/b, for example in the form of holding frames and/or strips provided specifically for this purpose. thereby become the manufacturing and assembly costs are significantly reduced.

In figure 6 is a schematic representation using an example of how the inventive subdivision of the contact carrier structure 34 into the separate contact carrier inserts 44a/b to 50a/b, each equipped only with functionally identical electrical contacts, can be used to provide preassemblable modules from which the clutch system 29 can be formed figure 3 assembled in a standardized way.

In the example shown, such a module is designated 66 and includes two of the contact carrier inserts 44a/b to 50a/b shown in FIG figure 6 are denoted by 68 and 70, respectively, and a contact insert 72, which is contained in one of the two manual connectors 36, 38 and can be equipped with a plurality of electrical contacts. The contact carrier insert 68 is located, for example, on the funnel side and the contact carrier insert 70 on the cone side of the contact carrier structure 34. The preassemblable module 66 also includes two electrical lines 74 and 76, of which the line 74 is between the two contact carrier inserts 68 and 70 and the other Line 76 extends between the contact carrier insert 68 and the contact insert 72 of the hand connector. Lead 74 couples an electrical contact 78 to be mounted on contact carrier insert 70 with an electrical contact 80 to be mounted on contact carrier insert 68 . In contrast, the electrical line 76 couples the aforementioned electrical contact 80, with which the contact carrier insert 68 is to be equipped, with an electrical contact 82, which is to be mounted on the contact insert 72. This means that the two electrical lines 74, 76 converge in the manner of a double connection in the electrical contact 80 of the contact carrier insert 68, as later with reference to FIG figure 7 will be explained in more detail.

The module 66 is designed to implement one of the transmission functions provided in the clutch system 29, such as digital data transmission, high-frequency signal transmission, low-frequency signal transmission or energy transmission. The module 66 forms one of several standardized assemblies, each of which provides a clear assignment between the contact carrier structure 34 forming, separate contact carrier inserts 44a/b to 50a/b and the contact inserts (e.g. contact insert 72 in figure 6 ) of the hand plug 36, 38 create. By using such different standard modules of purely exemplary in figure 6 illustrated type are provided, the disadvantages occurring in the prior art can be avoided, which are associated in particular with the design, manufacture, maintenance and retrofitting of a customer-specific assembly.

The modularization according to the invention also makes it possible to provide so-called cross-connections between two contact carrier inserts in each case, which are contained in the contact carrier structure 34 of the coupling 30 . In the example after figure 6 Such a cross connection is provided by the electrical line 74, which couples the two contact carrier inserts 68, 70 to one another. For this purpose, the electrical contact 80, which is to be mounted on the contact carrier insert 68, is designed for a double connection of the lines 74, 76, as in figure 7 is shown in more detail.

In order to implement the double connection of the two lines 74, 76, the latter are first stripped to a length L, ie their insulating sheathing is removed. Their lead wires 84 and 86 are then electrically connected to the contact 80, for example crimped, soldered or screwed. Finally, the contact 80 is inserted into a bore 88 formed in the contact carrier insert 68 (cf. also figure 6 ) plugged in and fixed there.

The double connection according to the invention of the lines 74, 76 directly in the electrical contact 80 can be implemented with only little technical effort. In particular, additional components such as a shrink tube, as used in conventional solutions, can be dispensed with. In the prior art, these additional components are required to insulate the stripped areas of the cables in order to meet the clearance and creepage distance specifications that are provided, for example, for use in the railway sector. In conventional solutions, the crimping point is located outside of the contact carrier insert due to the installation space of the contact carrier insert. These additional components are not required in the present embodiment, since here, for example, the crimping point with the Lead wires 84 and 86 are located directly inside the insulating contact carrier insert 68, so that the clearance and creepage distance specifications are reliably met.

In figure 8 the modularization of the electrical clutch system 29 according to the invention is illustrated again. For the sake of simplicity, the contact carrier inserts of the electrical coupling 30 are denoted by A to F and the contact inserts of the two manual connectors are denoted by a to f. The abbreviation EKU-KS stands for the cone side of the coupling 30, the abbreviation EKU-TS for the funnel side of the coupling 30, the abbreviation HS-KS for the cone side of the respective hand connector and the abbreviation HS-TS for the funnel side of the respective hand connector.

In the example after figure 8 a standard module is formed in that the two functionally identical contact carrier modules B of the coupling 30 and the contact insert c of the manual connector 38 are combined to form a preassembled functional unit.

A standard module according to the invention is formed from assemblies, each of which has a firmly defined place in the coupling 30 or the manual connector 36 or 38. With that, referring to the example after figure 6 the length of the electrical line 74, which connects the two contact carrier inserts 68, 70 to one another, can be standardized. The length of the electrical line 76 is the only variable that still needs to be defined project-specifically. As a result, the technical documents for the respective modules can be firmly defined and created and do not have to be created specifically for each project. This significantly reduces the effort involved in the offer and project planning phase. There is a significant advantage for spare parts stocking both at the manufacturer and at the customer. The invention thus makes it possible for the first time to manufacture a clutch system according to the so-called configured-to-order principle (CTO for short). Only solutions that work according to the modified-to-order principle (MTO for short) or even according to the designed/developed-to-order principle (DTO for short) are known from the prior art.

As is clear from the above explanations, the technical advantages described result in particular from the fact that the clutch system according to the invention 10 is the sum of individual standard modules, each module having its first predetermined place within the system. This applies both to the coupling components provided in the coupling 30 and in the respective manual connector 36 or 38 of the respective standard module. Another advantage is that such a standard module can be dismantled non-destructively without jeopardizing the function of other modules.

The modular concept according to the invention, which provides for the prefabrication of individual standard modules, also makes it possible to design the clutch housing 32 of the clutch 30 in one piece. As a result, fewer individual components and connecting elements are required, resulting in a smaller number of interfaces to be sealed. This simplifies the sealing concept and the processing of the individual components. In contrast, the clutch housing known from the prior art is designed in several parts with a removable cover on the rear side of the housing.

The invention is not limited to the exemplary embodiments described above. The described embodiments are directed to an electrical connector system that provides for the transmission of electrical signals between the connector 30 and the hand connectors 36,38.

Claims (12)

1. A coupling system (29) for a rail vehicle, comprising an electric coupler (30) with:

   a coupler housing (32),

   a contact carrier structure (34) attached to the coupler housing (32), and a plurality of electrical contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) which are mounted on the contact carrier structure (34) and which each have one of a plurality of different functions,

   wherein the contact carrier structure (34) can be assembled from several separate contact carrier inserts (44a, 44b, 46a, 46a, 48a, 48b, 50a, 50b, 68, 70),

   characterized in that on each of the separate contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) from the plurality of electrical contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) only those that have the same function are mounted,

   the separate contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) from which the contact carrier structure (34) can be assembled, are formed of functional pairs which each comprise two contact carrier inserts, the contacts of which (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) have the same function,

   the coupling system (29) comprises a manual connector (36, 38) which is arranged outside the coupler housing (32) and has several contact inserts (72) with each time at least one electrical contact which is connectable to one of the contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) of one of the contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70), and

   the coupling system can be assembled from several modules (66) which are mountable independently from one another, each module comprising at least two of the contact carrier inserts (68, 70) that form a functional pair, and at least one of the contact inserts (72) of the manual connector (36, 38) as well as a first electrical connection (74) between the two contact carrier inserts (68, 70) and a second electrical connection (76) between one of the two contact carrier inserts (68) and the contact insert (72) of the manual connector (36, 38).
2. The coupling system (29) according to claim 1, characterized in that within the contact carrier structure (34) a fixed mounting position is allocated to each contact carrier insert (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70), which mounting position is predetermined depending on the function which the contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) mounted on this contact carrier insert (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) have.
3. The coupling system (29) according to one of the preceding claims, characterized in that the mounting positions of the contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) that form a respective functional pair are arranged mirror-symmetrically to an axis of symmetry (Y) dividing the contact carrier structure (34) in two halves.
4. The coupling system (29) according to claim 3, characterized in that the contacts (54a, 56a, 58a, 60a) of those contact carrier inserts (44a, 46a, 48a, 50a, 68) the mounting positions of which are located in the one half of the contact carrier structure (34) are designed as pin contacts, and that the contacts (54b, 56b, 58b, 60b) of those contact carrier inserts (44b, 46b, 48b, 50b, 70) the mounting positions of which are located in the other half of the contact carrier structure (34) are designed as socket contacts.
5. The coupling system (29) according to one of the preceding claims, characterized in that the first connection (74) has a first electrical line which couples one of the contacts (78) of the one contact carrier insert (70) to one of the contacts (80) of the other contact carrier insert (68), and that the second connection (76) has a second electrical line which couples the afore-mentioned contact (80) of the other contact carrier insert (68) to one of the contacts (82) of the contact insert (72) of the manual connector (36, 38).
6. The coupling system (29) according to claim 5, characterized in that the first line and the second line are directly fixed to the contact (80) of the other contact carrier insert (68).
7. The coupling system (29) according to one of the preceding claims, characterized in that each of the contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) is mountable on the coupler housing (32) via a screw connection (64).
8. The coupling system (29) according to one of the preceding claims, characterized by a circumferential coupler sealing (62) which is held between the coupler housing (32) and the contact carrier structure (34) assembled from the contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70).
9. The coupling system (29) according to claim 8, characterized by at least one holder insert (52a, 52b) which is mountable on the coupler housing by means of a screw connection (62), the coupler sealing (64) being partially held between the holder insert (52a, 52b) and the coupler housing (32).
10. The coupling system (29) according to one of the preceding claims, characterized in that the different functions of the electric contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) mounted on the separate contact carrier inserts (44a, 44b, 46a, 46b, 48a, 48b, 50a, 50b, 68, 70) include at least one of a digital data transmission, a high-frequency signal transmission, a low-frequency signal transmission and an energy transmission.
11. A method of manufacturing a coupling system (29) for a rail vehicle according to one of the preceding claims, comprising the following steps:

    preassembling the modules (66) such that a plurality of different modules is provided,

    selecting those modules (66) that correspond to a predetermined target configuration, and

    assembling the selected modules (66).
12. A method of manufacturing a coupling system (29) provided for a rail vehicle, said coupling system comprising an electric coupler (30) having a coupler housing (32) and a contact carrier structure (34) attached to the coupler housing (32), and at least one manual connector (36, 38) that is arranged outside the coupler housing (32), comprising the following steps:

    providing separate contact carrier inserts (68, 70) used to form the contact carrier structure, wherein on every of the separate contact carrier inserts (68, 70) from a plurality of electrical contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b, 68, 70) which each have one of a plurality of different functions only those contacts that have the same function are mounted,

    providing separate contact inserts (72) used to form the manual connector (36, 38) and having at least one electrical contact (62) each,

    preassembling a plurality of modules (66), of which each module (66) comprises at least one of the contact carrier inserts (68, 70), at least one of the contact inserts (72) and a connection (76) between the contact carrier insert (68, 70) and the contact insert (72),

    selecting those modules (66) which correspond to a predetermined target configuration of the coupling system (29), and

    assembling the selected modules (66),

    wherein each module (66) is preassembled such that it comprises at least two of the contact carrier inserts (68, 70) that form a functional pair and the contacts (54a, 54b, 56a, 56b, 58a, 58b, 60a, 60b) of which have the same function, and that an electrical connection (74) between the two contact carrier inserts (68, 70) is provided.

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