CLUTCH SYSTEM WITH ANGLE MEASUREMENT

Description

[0001] The invention relates to a coupling system, in particular a fifth wheel coupling system, with articulation angle measurement.

[0002] Coupling systems are fundamentally known from the state of the art; they serve to transmit tractive and / or braking force between a towing vehicle and a trailer. An example of such a coupling system is the well-known fifth wheel coupling system, which has a kingpin on the trailer and a fifth wheel coupling plate on the towing vehicle. To determine the articulation angle (angle of rotation around the vertical axis) between the towing vehicle and the trailer, it is known to use a contact sensor method, which determines the articulation angle through contact with coupling components of the towing vehicle and the trailer. However, this measuring arrangement usually leads to a weakening of the mechanical components of the coupling system and is also vulnerable to mechanical damage due to the contact measurement, particularly during the coupling process, and is also subject to significant wear.Therefore, these known systems have only a low degree of operational reliability.

[0003] EP 2 899 101 A1 relates to a kingpin for attachment to a semi-trailer. The disclosed kingpin comprises a kingpin body engageable with a fifth wheel coupling on the tractor vehicle side and a sensor device for detecting driving conditions of the semi-trailer. The sensor device is arranged on a kingpin body and designed to detect a driving condition of the semi-trailer.

[0004] EP 2 815 950 A1 also relates to a fifth wheel coupling for a tractor unit with a semitrailer. Document DE 10 2018 209791 A1 discloses a coupling system of this type with two sensors for determining the angle between the tractor unit and the trailer.

[0005] It is therefore an object of the present invention to provide a coupling system which has a high degree of operational reliability.

[0006] This object is achieved with a coupling system according to claim 1 and with a commercial vehicle trailer according to claim 9. Further advantageous features and developments emerge from the dependent claims, the description and the figures.

[0007] According to the invention, a coupling system, in particular a fifth wheel coupling system, comprises a first coupling arrangement, a second coupling arrangement, a first measuring arrangement and a second measuring arrangement, wherein the first coupling arrangement is fixed or can be fixed to a first vehicle, in particular a trailer, wherein the first coupling arrangement comprises a force transmission element, in particular a kingpin, which extends in a king direction, wherein the second coupling arrangement is fixed or can be fixed to a second vehicle, in particular a towing vehicle, wherein the second coupling arrangement in particular comprises a fifth wheel coupling, wherein the first coupling arrangement and the second coupling arrangement are designed such that they are rotatable relative to one another about the king direction in a coupled state, wherein the first measuring arrangement is fixed relative to the first coupling arrangement,wherein the second measuring arrangement is fixed relative to the second clutch arrangement, wherein the first measuring arrangement is designed such that, in the engaged state, it measures or can measure the angle of rotation of the first clutch arrangement about the king direction directly without contact and / or indirectly without contact, wherein the second measuring arrangement is designed such that, in the engaged state, it measures and / or can measure the angle of rotation of the second clutch arrangement about the king direction directly without contact and / or indirectly without contact.

[0008] The coupling system according to the invention serves to transmit coupling forces, in particular perpendicular to the kingpin direction, between a first vehicle, in particular a trailer, and a second vehicle, in particular a towing vehicle. This coupling system can in particular be a fifth wheel coupling system. A fifth wheel coupling system is characterized in particular by the presence of a fifth wheel coupling and a corresponding kingpin. The coupling system according to the invention has a first coupling arrangement and a second coupling arrangement for power transmission. The first coupling arrangement serves to be secured to a first vehicle, e.g., a trailer, in particular a semi-trailer.In order to transmit forces between this first coupling arrangement to the second coupling arrangement in a coupled state, the first coupling arrangement has a force transmission element, which can in particular be a kingpin or a coupling bolt or latch. This force transmission element extends in the king direction. In other words, the longitudinal axis or the longitudinal direction of the force transmission element can therefore be the king direction. Advantageously, this king direction is directed parallel to a vertical axis or to the gravitational acceleration vector in an idealized coupled state. The second coupling arrangement, on the other hand, serves to be secured to a second vehicle, in particular a towing vehicle, such as a semi-trailer truck.The second clutch arrangement has, in particular, power transmission structures, in particular in the form of a fifth wheel coupling, in order to be able to transmit coupling forces between the first clutch arrangement and the second clutch arrangement, in particular in the engaged state. In other words, these power transmission structures therefore serve to be able to interact with the power transmission element of the first clutch arrangement in an engaged state such that tractive forces and / or braking forces can be transmitted between the first clutch arrangement and the second clutch arrangement in the engaged state. The engaged state is, in particular, the state in which a separation of the first clutch arrangements from the second clutch arrangement is prevented, in particular by a positive fit.In other words, the engaged state can be the state in which the first vehicle is firmly coupled to the second vehicle. The coupling system according to the invention has a first measuring arrangement and a second measuring arrangement. The first measuring arrangement is fixed relative to the first coupling arrangement, and the second measuring arrangement is fixed relative to the second coupling arrangement. In this context, "relatively fixed" can be understood to mean that the first measuring arrangement is fixed relative to the first coupling arrangement, and the second measuring arrangement is correspondingly fixed relative to the second coupling arrangement. In other words, this can mean that the first measuring arrangement and / or the second measuring arrangement are each fixed relative to the first coupling arrangement and the second coupling arrangement, respectively, and are immovable and / or non-rotatable.This can be achieved, for example, by the first measuring arrangement being fixed to the first clutch arrangement and / or the second measuring arrangement being fixed to the second clutch arrangement in a materially, force-fitting and / or form-fitting manner. The first and the second measuring arrangement are designed such that, in the engaged state, they can directly measure and / or indirectly measure a rotation angle of the first clutch arrangement or the second clutch arrangement about the king direction in a non-contact and / or indirect manner. Therefore, the first and the second measuring arrangement are designed in particular such that they can measure and / or measure a rotation angle about the king direction in a global coordinate system.Direct, non-contact measurement means that the first measuring arrangement has a measuring method, in particular at least one sensor, which can directly determine or measure the angle of rotation in a global coordinate system without contact. Indirect, non-contact measurement, on the other hand, means that the first measuring arrangement is designed in such a way that it can non-contact record a measured value which does not directly indicate the angle of rotation, but only indirectly includes the angle of rotation, as is the case, for example, when measuring the rate of rotation or the angular acceleration about the king direction. The above statements in relation to the first measuring arrangement in conjunction with the first coupling arrangement apply equally to the second measuring arrangement in conjunction with the second coupling arrangement.

[0009] According to the invention, the coupling system comprises an evaluation unit, wherein the evaluation unit is designed to form a difference between the measured values ​​of the first measuring arrangement and the second measuring arrangement. In other words, the coupling system can have an evaluation unit which can be designed to subtract measured values ​​of the first measuring arrangement from measured values ​​of the second measuring arrangement and / or vice versa. By forming this difference, the relative angle of rotation between the first vehicle and the second vehicle about the king direction can be determined in a simple manner from the global angles of rotation. In other words, by forming this difference, the globally determined angle of rotation of the first vehicle and the second vehicle can be easily converted into a relative angle of rotation between the first vehicle and the second vehicle.

[0010] The first measuring arrangement and / or the second measuring arrangement expediently comprises a plurality of sensors, wherein at least one of these sensors directly or indirectly measures or can measure an angle of rotation about the central direction. In other words, the first measuring arrangement and / or the second measuring arrangement can comprise a plurality of further sensors, wherein at least one of the sensors of the first and / or the second measuring arrangement is capable of directly or indirectly measuring or can measure an angle of rotation about the central direction without contact. The further sensors can be, for example, gyrometers and / or GNSS units, advantageously a GPS unit, or acceleration sensors. The presence of further, in particular non-contact, sensors allows the positioning and / or the, in particular relative and / or absolute (global), orientation of the first and / or the second vehicle to be determined even more precisely.Furthermore, these additional sensors can also be used to create a certain degree of redundancy. It is advisable for the first measuring arrangement and / or the second measuring arrangement to each have at least two sensors that directly or indirectly measure or can measure the angle of rotation around the king direction, in order to achieve a particularly high degree of redundancy for determining the angle of rotation.

[0011] The first measuring arrangement and / or the second measuring arrangement expediently comprise a rotation rate sensor, in particular a gyrometer. By using a rotation rate sensor, the angle of rotation around the central direction can be measured or determined indirectly and without contact in a particularly simple manner – by integrating the rotation rate. The rotation rate sensor can, in particular, be a gyrometer, because this type of sensor is particularly robust and reliable in determining a rotation rate around an axis, so that the operational safety and reliability of the system can be further increased by using a gyrometer.

[0012] In an advantageous embodiment, the coupling system, in particular the evaluation unit and / or the first measuring arrangement and / or the second measuring arrangement, has an integration unit, wherein the integration unit is designed to integrate one or a plurality of measured values, in particular the rotation rate and / or the rotational acceleration, over time, in particular numerically. By using an integration unit, the rotation angle can be determined or measured indirectly in a particularly simple manner by measuring the first or second time derivative of the rotation angle. The integration unit can integrate the determined measured value either by numerical integration and / or by physical integration, for example via capacitances. This numerical integration can advantageously take place both in physical space and / or in Fourier space.In other words, the integration unit can be designed to perform a numerical integration of the determined measured values ​​in physical space and / or in Fourier space. Numerical integration in physical space offers the advantage that such an integration method can be implemented particularly simply, resulting in a particularly cost-effective integration unit. Using integration in Fourier space allows for the periodic movement of the first vehicle relative to the second vehicle to be utilized. Integration in Fourier space has the advantage that such an integration can be performed particularly quickly and, moreover, also has only minimal numerical integration errors.Advantageously, this integration is not based on the measured values ​​themselves, but rather on the difference between the measured values ​​of the first measuring arrangement and the second measuring arrangement. This eliminates one integration operation, resulting in a cost-effective unit. Advantageously, the integration unit is a component of the evaluation unit. This saves valuable installation space and also reduces assembly effort.

[0013] The first measuring arrangement is expediently arranged relative to the first clutch arrangement in such a way that at least one sensor of the first measuring arrangement lies in the king direction when engaged, and / or the second measuring arrangement is arranged relative to the second clutch arrangement in such a way that at least one sensor of the second measuring arrangement lies in the king direction when engaged. By arranging a sensor of the first measuring arrangement and / or the second measuring arrangement in the king direction, a particularly precise direct and / or indirect measurement of the angle of rotation about the king direction can be carried out, because distance-related measurement errors can be reduced by this arrangement. The term "lying of the sensor in the king direction" is to be understood as meaning that the sensor orthe housing of the sensor is cut by the king direction when the first clutch arrangement and the second clutch arrangement are in the engaged state. For example, a sensor of the first measuring arrangement can therefore be arranged above a possible king pin in the king direction. Furthermore, for example, a sensor of the second measuring arrangement can be positioned in the second clutch arrangement such that it is located below the king pin when viewed in the king direction when the first clutch arrangement and the second clutch arrangement are in the engaged state. Advantageously, the sensor of the first measuring arrangement and / or the second measuring arrangement which is in each case located on the king direction is the sensor which measures or can measure the angle of rotation of the first clutch arrangement and / or the second clutch arrangement about the king direction directly and / or indirectly without contact.

[0014] The first measuring arrangement and / or the second measuring arrangement expediently comprises an acceleration sensor, wherein the acceleration sensor measures or can measure, in particular, the acceleration in three mutually perpendicular spatial directions. By using an acceleration sensor, the position and / or speed of the coupling system can be determined indirectly. Advantageously, the integration unit described above can also be used for this purpose, so that it can determine not only the angle of rotation but also the translational position through integration and / or the translational speed through integration.By using an acceleration sensor, it is therefore possible not only to determine the relative rotational orientation of the first vehicle to the second vehicle around the central direction, but also to determine the relative translational position of the two vehicles relative to each other. As already explained, this acceleration sensor is expediently designed such that it can simultaneously measure the acceleration in three mutually perpendicular spatial directions. Alternatively or additionally, the first measuring arrangement and / or the second measuring arrangement can also preferably comprise three different acceleration sensors, each of which determines and / or measures the respective acceleration in the three mutually perpendicular spatial directions.By simultaneously or promptly (within the sampling rate) determining the acceleration in three different spatial directions, a measuring system is created that enables position determination in space.

[0015] Advantageously, the first measuring arrangement and / or the second measuring arrangement comprises a magnetometer. A magnetometer is in particular a sensor that can determine the angular orientation of an object with the aid of the Earth's magnetic field. By using a magnetometer, a global angle of rotation of the first and / or second vehicle about the central direction can be determined in a particularly simple manner. In addition, this magnetometer can preferably also be used to correct measured angles of rotation, in particular those determined by integration. This correction can be used, for example, to eliminate the drift of a measured value determined by integration. Therefore, the use of the magnetometer increases the reliability of the measurement of the angle of rotation about the central direction.

[0016] Advantageously, the first measuring arrangement has a first communication unit and / or the first measuring arrangement is connected to a first communication unit, wherein the first communication unit is in particular designed such that it transmits the measured values ​​of the first measuring arrangement wirelessly. In other words, the first measuring arrangement itself can have a first communication unit or be connected to such a unit, wherein the first communication unit serves to be connected to the evaluation unit and / or to a second communication unit of the second measuring arrangement in order to transmit the recorded measured values ​​of the first measuring arrangement. Advantageously, this transmission takes place wirelessly, in particular via WLAN or Bluetooth, so that, in particular when coupling the first vehicle to the second vehicle, no wired communication means need to be connected manually or automatically in order to transmit the measured values.Therefore, the usability of the coupling arrangement can be significantly increased by a wireless transmission option of the first communication unit.

[0017] The second measuring arrangement expediently has a second communication unit and / or is connected to a second communication unit, wherein the second communication unit is designed in particular such that it wirelessly transmits the measured values ​​of the second measuring arrangement. In other words, therefore, not only the first measuring arrangement can have a first communication unit, but also and / or alternatively the second measuring arrangement can also have a communication unit. By using a second communication unit, which is at least connected to the second measuring arrangement and / or which can be part of the second measuring arrangement, the same advantages can in principle be achieved as with a first communication unit in conjunction with the first measuring arrangement.

[0018] Advantageously, the first measuring arrangement and / or the second measuring arrangement comprises an inertial measuring unit and / or the first measuring arrangement and / or the second measuring arrangement is an inertial measuring unit. An inertial measuring unit is a spatial combination of several inertial sensors such as acceleration sensors and / or yaw rate sensors. In other words, an inertial measuring unit is designed such that it can have several acceleration sensors and several yaw rate sensors within a housing. In particular, the inertial measuring unit is designed such that it can measure the acceleration and the yaw rate in or about three mutually perpendicular spatial directions. Advantageously, at least one of these three spatial directions is parallel to the king direction when the clutch system is in the engaged state.By designing and / or using an inertial measuring unit in the first measuring arrangement and / or in the second measuring arrangement, a type of inertial navigation system for the first and / or second vehicle can be implemented in a particularly space-saving manner. Therefore, by using this inertial measuring unit, it is possible to determine the orientation and position of the first vehicle and / or the second vehicle in a particularly space-saving manner. In particular, such a system therefore enables the precise determination of the orientation and position of the first and / or second vehicle, even during tunnel travel.

[0019] Advantageously, the first measuring arrangement comprises a GNSS unit and / or the second measuring arrangement comprises a GNSS unit. This makes it possible to determine the position of the first vehicle and / or the second vehicle particularly easily and precisely. Advantageously, however, the first measuring arrangement also has at least the option of determining the position using other sensors, in particular acceleration sensors. This is particularly advantageous because GNSS units often cannot provide reliable position determination in certain situations, such as when driving through a tunnel.Therefore, by using different positioning options, the resulting measurement error can be eliminated or at least reduced. Furthermore, even in the event of a failure and / or malfunction of one of the systems, the position of the first and / or second vehicle can still be reliably determined. A GNSS (Global Navigation Satellite System) unit can, in particular, be a GPS or Galileo unit.

[0020] In an advantageous embodiment, the first measuring arrangement comprises a plurality of GNSS units, in particular two, and / or the second measuring arrangement comprises a plurality of GNSS units, in particular two. By using multiple GNSS units in the first and / or the second measuring arrangement, not only can the position of the first and / or the second vehicle be determined, in particular through the relative positioning of the GNSS unit, but in addition, conclusions can also be drawn about the angular arrangement, in particular the angle of rotation around the king direction, or this can be determined.

[0021] A further aspect of the invention relates to a commercial vehicle trailer. Such a commercial vehicle trailer comprises a first coupling arrangement and a first measuring arrangement, wherein the commercial vehicle trailer extends in a longitudinal direction, wherein the first coupling arrangement comprises a force transmission element, in particular a kingpin, which extends in a king direction, wherein the first coupling arrangement is designed such that, in a coupled state, it is rotatable about the king direction relative to a second coupling arrangement, wherein the first measuring arrangement is fixed relative to the first coupling arrangement, wherein the first measuring arrangement is configured such that, in the coupled state, it measures or can measure a rotation angle of the first coupling arrangement about the king direction directly and / or indirectly in a contactless manner.In other words, the invention can therefore not only comprise a coupling system but also relate solely to a commercial vehicle trailer, which in particular has the advantages and configurations set out above with regard to the first vehicle or the first coupling arrangement and the first measuring arrangement. In other words, the advantages, features and configurations set out above with regard to the first vehicle, the first measuring arrangement and the first coupling arrangement can be implemented in a commercial vehicle trailer. A commercial vehicle trailer within the meaning of the invention is in particular a roadworthy trailer and / or a trailer with a permissible total weight of more than 3.5 tonnes, preferably of more than 7.5 tonnes and particularly preferably of more than 15 tonnes.

[0022] In a further development of the commercial vehicle trailer according to the invention, the first measuring arrangement has a GNSS unit, wherein the first measuring arrangement has a yaw rate sensor, wherein the yaw rate sensor measures or can measure a yaw rate about the king direction, wherein the yaw rate sensor and the first coupling arrangement are arranged in the region of a first distal end of the commercial vehicle trailer in the longitudinal direction, wherein the GNSS unit is arranged in the region of the opposite distal end in the longitudinal direction of the commercial vehicle trailer. In other words, the first measuring arrangement has at least one yaw rate sensor which can measure the yaw rate about the king direction, and furthermore, the first measuring arrangement also has a GNSS unit. The GNSS unit is arranged in an opposite distal end region of the commercial vehicle trailer compared to the yaw rate sensor.In other words, this can mean that in particular the yaw rate sensor is arranged in a frontal distal end region and the GNSS unit is arranged in a distal end region of the commercial vehicle trailer. A distal end region of the commercial vehicle trailer can in particular be that end section of the trailer which extends over 20 percent, preferably 10 percent of the length of the trailer. Alternatively or additionally, the distal end regions are preferably the regions in the longitudinal direction of the commercial vehicle trailer which, viewed in the longitudinal direction, are a maximum of two meters away from the absolute distal end of the trailer. The longitudinal direction of the commercial vehicle trailer is in particular the direction in which the trailer has its largest main dimension. In other words, the longitudinal direction is therefore in particular the direction in which the length of the commercial vehicle trailer is determined.Alternatively or additionally, the longitudinal direction can also preferably be the direction in which the commercial vehicle trailer safely moves when driving straight ahead.

[0023] Further advantages and features of the present invention will become apparent from the following description with reference to the figures. Individual features of the illustrated embodiments may also be used in other embodiments, unless expressly excluded. They show: Figure 1 shows a coupling system; Figure 2 shows a vehicle system with a coupling system; Figure 3 shows a section through a coupling system; Figure 4 shows a perspective view of a coupling system.

[0024] In the Figure 1A schematic view of a commercial vehicle system with a coupling system 1 is shown. This commercial vehicle system has a first vehicle 2 in the form of a semi-trailer. The second vehicle 4, in the illustrated embodiment, is designed as a semi-trailer truck. The evaluation unit 6 is located on the semi-trailer truck. Alternatively, such an evaluation unit 6 can also be arranged on the first vehicle 2. A GNSS unit 8 is located in a distal end region of the first vehicle in the longitudinal direction L.

[0025] In the Figure 2A schematic view of a commercial vehicle system with a coupling system 1 is shown. The commercial vehicle system has a first vehicle 2 and a second vehicle 4. In the illustrated embodiment, the first vehicle 2 is a commercial vehicle trailer. This commercial vehicle trailer extends in the longitudinal direction L. A GNSS unit 8 is arranged on the commercial vehicle trailer at a distal end opposite the first coupling assemblies 10 in the longitudinal direction L. In the illustrated embodiment, the commercial vehicle system is about to dock at one of the loading docks 300, each of these loading docks 300 also having a GNSS unit 8.

[0026] In the Figure 3A section through at least part of a coupling system 1 is shown. The coupling system 1 has a first coupling arrangement 10, which has a first measuring arrangement 20, which has at least one GNSS unit 8. In addition, the first measuring arrangement 20 also has an inertial measuring unit. The entire measuring arrangement 20 is arranged within a housing in the illustrated embodiment. The first measuring arrangement 20 is arranged - in the coupled state shown - lying on the king direction R 12. As the Figure 3As can be seen, the king direction R 12 therefore intersects the first measuring arrangement 20. The first coupling arrangement 10 also has a force transmission element 12, which extends in the king direction R 12. In the illustrated embodiment, the first force transmission element 12 is a kingpin. The second coupling arrangement 110 is a fifth wheel coupling in the illustrated embodiment. The second coupling arrangement 110 has a second measuring arrangement 120, which, when coupled, also lies on the king direction R 12. The second measuring arrangement 120 also has a GNSS unit 8 and an inertial measuring unit. In order to forward the measured values ​​acquired by the first measuring arrangement 20 and the measured values ​​acquired by the second measuring arrangement 120, the first coupling arrangement 10 has a first communication unit 22, and the second coupling arrangement 110 has a second communication unit 122.

[0027] In the Figure 4 An exemplary perspective view of a coupling system 1 according to the invention is shown. In principle, the Figure 4 perspective view shown to that shown in the Figure 3 shown sectional view. In addition, the Figure 4 The illustrated design of the coupling system 1 can also be used in commercial vehicle systems, which are Figures 1 or 2 As the Figure 4 can be removed, the first coupling arrangement 10 has a first measuring arrangement 20, which is arranged directly above a kingpin. In addition, the Figure 4illustrated first measuring arrangement 20 also has a first communication unit 22, which is designed to wirelessly transmit the and / or the recorded measured value(s) of the first measuring arrangement 20 and / or to wirelessly receive other measured values, in particular by using a second communication unit of a second measuring arrangement, which may belong to the second coupling arrangement 110. List of reference symbols:

[0028] 1- Coupling system 2- First vehicle 4- Second vehicle 6- Evaluation unit 8- GNSS unit 10- First coupling assembly 12- Power transmission element 20- First measuring assembly 22- First communication unit 110- Second coupling assembly 120- Second measuring assembly 122- Second communication unit 300- Loading dock L- Longitudinal direction R12- King direction

Claims

1. Coupling system (1), in particular fifth wheel coupling system, comprising a first coupling arrangement (10), a second coupling arrangement (110), a first measuring arrangement (20) and a second measuring arrangement (120), wherein the first coupling arrangement (10) is or can be fixed to a first vehicle (2), in particular a trailer, wherein the first coupling arrangement (10) comprises a force transmission element (12), in particular a king pin, which extends in a king direction (R12), wherein the second coupling arrangement (110) is or can be fixed to a second vehicle (4), in particular a towing vehicle, wherein the second coupling arrangement (110) comprises in particular a fifth wheel coupling, wherein the first coupling arrangement (10) and the second coupling arrangement are designed in such a way that they can be rotated relative to one another about the king direction (R12) in an engaged state, wherein the first measuring arrangement (20) is fixed relative to the first coupling arrangement (10), wherein the second measuring arrangement (120) is fixed relative to the second coupling arrangement (110), wherein the first measuring arrangement (20) is designed such that, in the engaged state, it measures or can measure directly without contact and / or indirectly without contact an angle of rotation of the first coupling arrangement (10) about the king direction (R12), wherein the second measuring arrangement (120) is designed such that, in the engaged state, it measures or can measure directly without contact and / or indirectly without contact an angle of rotation of the second coupling arrangement (110) about the king direction (R12), wherein the coupling system (1) comprises an evaluation unit (6), wherein the evaluation unit (6) is designed to form a difference between the measured values of the first measuring arrangement (20) and the second measuring arrangement (120), characterized in that the first measuring arrangement (20) is fixed relative to the first coupling arrangement (10) in such a way, that at least one sensor of the first measuring arrangement (20) lies on the king direction (R12) in the engaged state and / or that the second measuring arrangement (120) is fixed relative to the second coupling arrangement (110) in such a way, that at least one sensor of the second measuring arrangement (120) lies on the king direction (R12) in the engaged state.

2. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) and / or the second measuring arrangement (120) has or have a plurality of sensors, wherein at least one of these sensors directly or indirectly measures or can measure an angle of rotation about the king direction.

3. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) and / or the second measuring arrangement (120) comprise(s) a rotation rate sensor, in particular a gyrometer.

4. Coupling system (1) according to one of the preceding claims, in particular according to claim 3, wherein the coupling system (1), in particular the evaluation unit (6) and / or the first measuring arrangement (20) and / or the second measuring arrangement (120), has or have an integration unit, wherein the integration unit is designed to integrate one or a plurality of measured values, in particular the rotation rate, over time, in particular numerically.

5. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) and / or the second measuring arrangement (120) comprise(s) an acceleration sensor, wherein the acceleration sensor measures or can measure in particular the acceleration in three spatial directions perpendicular to each other.

6. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) and / or the second measuring arrangement (120) comprise(s) a magnetometer.

7. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) has a first communication unit (22) and / or is connected to a first communication unit (22), wherein the first communication unit (22) is designed in particular in such a way that it transmits the measured values of the first measuring arrangement (20) wirelessly.

8. Coupling system (1) according to one of the preceding claims, wherein the second measuring arrangement (120) has a second communication unit (122) and / or is connected to a second communication unit (122), wherein the second communication unit (122) is designed in particular such a way that it transmits the measured values of the second measuring arrangement (120) wirelessly.

9. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) and / or the second measuring arrangement (120) is / are an inertial measuring unit and / or comprises an inertial measuring unit.

10. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) comprises a GNSS unit (8) and / or wherein the second measuring arrangement (120) comprises a GNSS unit (8).

11. Coupling system (1) according to one of the preceding claims, wherein the first measuring arrangement (20) comprises a plurality of GNSS units (8), in particular two, and / or wherein the second measuring arrangement (120) comprises a plurality of GNSS units (8), in particular two.