AUTOMATIC DRIVE COUPLING AND METHOD FOR UNCOUPLING AN AUTOMATIC DRIVE COUPLING

Description

[0001] The present invention relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of claim 1.

[0002] In practice, automatic train couplings of this type are known, which comprise a coupling head with a coupling housing and a coupling lock with a locking mechanism. The coupling lock is designed as a rotary lock with a coupling eye and a frog. The frog is rotatable about a main axis between a coupled position and an uncoupled position, and the coupling eye is connected to the frog by a first end rotatable about a coupling eye axis and has a second free end. The frog has a mouth for receiving a corresponding second end of a coupling eye of a matching coupling head.

[0003] A spring-loaded mechanism is attached to the frog. The frog can be rotated from the coupled position to the uncoupled position against the force of the spring-loaded mechanism, and from the uncoupled position to the coupled position by the force of the spring-loaded mechanism.

[0004] The uncoupled position is also referred to as the ready-to-couple position, since in this position the train couplers of the two cars can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated into a position that is over-tightened compared to the ready-to-couple position, i.e., opened more than necessary. In this over-tightened position, the spring-loaded mechanism is maximally tensioned. This over-tightened position also constitutes a ready-to-couple or uncoupled position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncoupled position is also referred to as the waiting position.

[0005] The locking mechanism, which holds the coupling lock in the appropriate position or releases it accordingly for transition to another position by rotating the frog, comprises, for example, a plunger that can be moved in the coupling direction of the train coupling against a spring force and a ratchet bar that can be moved transversely or diagonally to the coupling direction. The ratchet bar is pivotally connected to the frog and, when the frog is rotated from the coupled position to the uncoupled position, can be moved into a detent position. In this detent position, the ratchet bar blocks the frog from rotating backward, i.e., from the uncoupled position to the coupled position. The plunger, in turn, is movable between a first position and a second position.In the first position, in which the punch is moved against the spring force, the punch blocks the ratchet rod in the locking position and in the second position, in which the punch is moved from the first position by the spring force, the punch releases the ratchet rod from the locking position.

[0006] The function of this type of automatic train coupling is as follows: Two identical coupling heads on two vehicles to be coupled together are locked together by inserting the second end of the respective coupling eye into the mouth of the frog of the other coupling head and holding it in a positive fit by rotating the frog there. This mechanically couples the two vehicles. The two coupling locks are loaded exclusively by tensile forces, which are evenly distributed between both coupling eyes within the parallelogram formed by the coupling eyes and the frogs. Compressive forces, on the other hand, are transmitted by a special profile on the front of the coupling head housing. This profile usually comprises a cone and a funnel, which are enclosed by a wide, particularly flat, front surface, as is advantageous in the present invention.The profile can be formed by a separate end plate attached to the front of the coupling head housing. The profile, together with the cone and funnel, can form sliding and centering surfaces, particularly determining the gripping area in lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0007] When two rail vehicles are moving towards each other, their coupling locks or frogs are in the ready-to-couple or uncoupled position, in which the frogs are held in particular by the latching rods. During coupling, the cones dip into the funnels of the coupler head housing profiles. The cones press on the pistons and push them back, causing the pistons to release the latching rods from their latching position. This releases the coupling locks and rotates them under the force of the respective spring accumulator until the frog hits a predetermined stop, usually the coupler head housing. The coupling eyes guided in the funnels engage in the frog mouths, the two coupling locks are interlocked and the coupled position is achieved. Accidental separation of the coupling locks is not possible.Normal wear and tear does not affect the security of the dome closure.

[0008] To uncouple the coupling heads, a decoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring-loaded mechanisms until the coupling eyes slide out of the frogs' mouths. The rotating frogs are designed to displace the ratchet rods sufficiently so that, when the vehicles are separated, the frogs are prevented from rotating back from the over-drawn position beyond the ready-to-couple position by moving the ratchet rods into their locking positions.

[0009] Uncoupling devices are known in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on different types of locks and, when actuated, release the locking position. Automated uncoupling devices comprise a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling. For example, DE 29 23 195 C2 discloses a remotely operated uncoupling device for a center buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt via a cam disk in a rotationally fixed manner in order to rotate the frog from the coupled position to the uncoupled position. EP 3 470 295 A1 discloses an electric linear actuator that acts on the main bolt via a lever.

[0010] US5,503,280 discloses an electromechanical uncoupling device that acts on the coupling lock from the outside. DE 4222569 C2 discloses a pneumatic uncoupling device.

[0011] US2,290,476 discloses an electro-hydraulic uncoupling device which is mounted on the carriage.

[0012] From DE 1200337, a non-generic automatic center coupling is known in which a latch of one coupling half, which can be moved transversely to the longitudinal axis of the coupling, interacts with a corresponding latch of the other coupling half, wherein the latch is designed as a movable part of a pneumatically or hydraulically actuated cylinder.

[0013] The known automated uncoupling devices require a relatively large installation space and are located on the outside of the automatic train coupling, outside the coupling head housing. To protect the uncoupling devices from environmental influences, enclosures can be provided that shield them from the surroundings. The disadvantage of the known designs is the structural complexity associated with these enclosures and the resulting relatively large installation space.

[0014] A further disadvantage of known automatic train couplings is that after uncoupling with the uncoupling device, the frog can be inadvertently rotated into its coupled position when the corresponding rail vehicle equipped with the automatic train coupling is being shunted. For example, when pushing the rail vehicle over a bump, there is a risk that the newly uncoupled automatic train coupling will re-engage before the rail vehicle reaches the wagon intended for the direction track. Unintentional engagement requires the coupler to be uncoupled again, which takes additional time and disrupts shunting.

[0015] The present invention is based on the object of improving an automatic train coupling, in particular for a freight car of a rail vehicle, for example, of the embodiment described above, in such a way that the design complexity and manufacturing costs are reduced while simultaneously minimizing the required installation space, while reliably protecting the uncoupling device from environmental influences. Furthermore, a method for uncoupling an automatic train coupling is to be provided, which avoids the aforementioned disadvantages.

[0016] The object of the invention is achieved by an automatic train coupling having the features of claim 1. The dependent claims specify advantageous and particularly expedient embodiments of the invention as well as a rail vehicle with an automatic train coupling according to the invention.

[0017] The automatic train coupling according to the invention, which is designed in particular as an automatic train coupling for a freight car of a rail vehicle, has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. Locking means that the coupling lock can be locked in at least one position in a rotationally fixed manner, as will be apparent from the following.

[0018] The coupling lock is designed as a rotary lock with a coupling eye and a frog, with the frog being rotatable about a main rotation axis between a coupled position and an uncoupled position. The coupling eye is connected to the frog at a first end, rotatable about a coupling eye axis, and has a second free end.

[0019] The frog has a mouth arranged to receive a second end of a coupling eye of an opposite coupling head.

[0020] Furthermore, a decoupling device is provided for at least indirectly acting on the frog in order to rotate the frog from the coupled position into the uncoupled position.

[0021] The locking mechanism allows the frog to be held in a rotationally fixed position, particularly in the uncoupled position, the so-called ready-to-couple position.

[0022] According to the invention, the decoupling device is designed as an electro-hydraulic decoupling device and is either arranged entirely within the coupling head housing, or the decoupling device is arranged entirely within the coupling head housing and a coupling rod adjoining the coupling head housing, i.e. in a space which is either enclosed solely by the coupling head housing or which is enclosed by the coupling head housing together with a corresponding area of ​​the coupling rod.

[0023] The inventive design eliminates the need for additional housings for the decoupling device, while simultaneously ensuring effective protection of the decoupling device from environmental influences. No installation space is required for the decoupling device outside the coupling head housing and, if applicable, the corresponding part of the coupling rod.

[0024] The electro-hydraulic uncoupling device comprises at least one electric motor, a hydraulic pump, in particular a hydrostatic pump, driven by the electric motor, and at least one cylinder / piston unit actuated by the pump. The piston of the cylinder / piston unit is arranged and configured to act preferably directly on the frog to rotate the frog from the coupled position to the uncoupled position. The cylinder / piston unit is positioned relative to the frog such that, during movement, the piston engages it at a distance from the axis of rotation or the main axis of the frog and exerts a moment on it. This design is characterized by a small number of functional components and a particularly simple, compact design.

[0025] In a particularly advantageous development, the electric motor and the hydraulic pump are combined into an electro-hydraulic drive unit, which is hydraulically coupled to the cylinder / piston unit. This offers the advantage of eliminating the need to provide separate suspension and bearings for each component, and furthermore, the electro-hydraulic drive unit can be manufactured, stored, supplied, and installed as a compact and pre-assembled unit. The hydraulic coupling is established via one or more line connections.

[0026] In a first embodiment, the electro-hydraulic drive unit can have at least one connection for establishing a hydraulic connection to an externally arranged operating medium source. The advantage is that the electro-hydraulic drive unit can be arranged independently of the arrangement of the operating medium source, whereby a centralized or decentralized operating medium source can be used.

[0027] A central operating medium source is understood, for example, to be an operating medium source assigned jointly to several such couplings, which can be coupled to the individual decoupling devices. A decentralized operating medium source can be understood to be an operating medium source that is assigned separately to each individual coupling. This can be, for example, a closed tank, a cartridge, etc.

[0028] In both cases, the operating medium source is located outside the electro-hydraulic unit.

[0029] In a second embodiment, the electro-hydraulic drive unit includes an internal operating medium source. In this case, a completely decentralized supply of operating medium can be achieved, free of external line connections between the operating medium source and the pump. In this case, the electro-hydraulic drive unit has at least connections for hydraulic coupling to the cylinder / piston unit.

[0030] In this case, a closed hydraulic system is preferably formed in which only leakage losses need to be compensated.

[0031] There are basically several options for arranging the electro-hydraulic drive unit. However, an arrangement in the area, i.e. spatial proximity to the cylinder / piston unit, is preferred in order to keep the required line connections as short as possible. In a first embodiment, the electro-hydraulic drive unit can be arranged at least partially in the coupling rod, while in a second embodiment it is integrated directly into the coupling head. The first option offers the advantage of making the coupling head relatively compact and utilising the free space already available in the coupling rod connected to it for the arrangement. Force-locking or form-fitting fastening options for the individual components or the compact electro-hydraulic drive unit in the coupling rod are conceivable.

[0032] The integration in the coupling head according to a second embodiment offers the advantage that this can be done independently of the design of the coupling rod to be connected to it, which, especially for the latter, does not require any special adaptations with regard to possible fastening options.

[0033] The decoupling device can be designed to be particularly compact if the motor has an output rotational axis that is arranged at least substantially radially to the main axis. The output rotational axis therefore advantageously points in the direction of the main axis or intersects the main axis or at least a main pin that is rotatable about the main axis and is connected to the frog in a rotationally fixed manner. Compared to a motor output rotational axis that is skewed or tangential to such a main pin or to the main axis, the decoupling device requires a significantly narrower installation space, the longitudinal extent of which extends in the direction of the coupling rod longitudinal axis or the coupling head housing longitudinal axis and can thus be easily accommodated within the coupling head housing and, if applicable, the adjacent area of ​​the coupling rod.

[0034] For the direct action of the piston of the cylinder / piston unit, the frog has at least one contact surface for contacting a piston surface of the cylinder / piston unit, which is arranged outside the main axis. The cylinder / piston unit is positioned relative to the frog such that the maximum stroke of the piston corresponds to the angular travel (angle of rotation) of the frog from the coupled to the uncoupled position. Preferably, the travel path of the piston can be described by a theoretical axis, which is spaced from the main axis and skewed or tangential to the main axis in order to generate a moment about the main axis on the frog when acting on it.

[0035] Preferably, the uncoupling device can be actuated independently of the position of the frog. The position of the uncoupling device can preferably be detected by a sensor in order to monitor and / or more precisely control specific positions of the uncoupling device. For this purpose, a control device is assigned to the uncoupling device, which controls the electric motor accordingly.

[0036] In a particularly advantageous development, the uncoupling device has a locked position in which it blocks rotation of the frog from the uncoupled position into the coupled position. A control device is provided with which the uncoupling device can be controlled in order to hold it permanently in the locked position for a period of time. The duration of the period of time can be determined, for example, by active actuation, in particular by means of a switch, in that, for example, the holding in the locked position is ended when the vehicle driver gives a release. In principle, a predetermined period of time could also be selected, which is then ended automatically.

[0037] The uncoupling device according to the invention therefore operates through the motor it contains and is to be distinguished from the aforementioned locking mechanism, which operates purely mechanically through the mutual engagement of two automatic train couplings. Rather, the uncoupling device is provided in addition to the mechanical locking mechanism.

[0038] Preferably, a manual operating device is provided with which the frog can be manually moved into the uncoupled position. By rotating the frog into the uncoupled position, the automatic train coupling can be uncoupled.

[0039] As explained above, the automatic train coupling can be provided with a locking device which in particular comprises the illustrated ratchet rod and the plunger and operates as described above.

[0040] A rail vehicle according to the invention has a corresponding automatic train coupling of the type shown.

[0041] The invention will be described below using an exemplary embodiment and the figures.

[0042] They show: Figure 1a shows a sectional view of an automatic train coupling according to the invention; Figures 1b and 1c show the structure of a decoupling device in a simplified schematic representation; Figure 2 shows a partially sectioned view of an automatic train coupling according to the invention in a plan view obliquely from above; Figure 3 shows in detail the area of ​​action of the piston directly on the frog; Figures 4a and 4b show a partially sectioned view of an automatic train coupling according to the invention in a plan view obliquely from above in the uncoupled and coupled positions.

[0043] In the Figure 1a1 schematically shows an embodiment of an automatic train coupling according to the invention in an uncoupled position of the coupling lock 3 or its frog 6. Also shown schematically is an associated uncoupling device 11. Specifically, the automatic train coupling comprises a coupling head 1, which comprises a coupling head housing 2 and the coupling lock 3. The coupling lock 3 is designed as a rotary lock, with the frog 6, to which a coupling eye 5 is connected so as to be rotatable about a coupling eye axis 8. The frog 6, in turn, is rotatable about the main axis 7. For this purpose, the frog 6 is mounted on a main bolt 19 and connected to it in a rotationally fixed manner.

[0044] On the main bolt 19, as shown in the Figure 1ais shown, on the one hand, a manual actuation device 20 can engage in order to manually uncouple the coupling lock 3. On the other hand, an actuator of a valve (not shown in detail here) of a compressed air line, in particular a brake air line, can be controlled via the main bolt 19, so that when the coupling lock 3 is turned into the coupled position, the valve is opened and when the coupling lock 3 is turned into the uncoupled position, the valve is closed.

[0045] The coupling eye 5 has a first end 5.1, at which it is rotatably connected to the frog 6, and an opposite second end 5.2, which can be clamped into a mouth 9 of the frog 6 of an opposing coupling head 1 to mechanically lock the two coupling heads 1 together. Accordingly, the coupling eye 5 has a crossbar (not shown in detail here) at its second end 5.2.

[0046] The core 6 of each coupling head 1 can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, which is formed, for example, by one or more tension springs.

[0047] In the Figure 1a A decoupled position of the coupling head 1 or the coupling lock 3 is shown. Such a decoupled position, which is also referred to as the ready-to-couple position, can also be the overdrawn position mentioned above.

[0048] If in the in the Figure 1aIf, in the uncoupled position of the coupling lock or the frog 6 shown, two coupling heads 1 are moved towards each other, the cones 21 dip into the funnels 22 and unlock the locking of the coupling lock 3, for example by the cones 21 pressing on the stamps 26 of the locking device, thereby releasing a locking connection, for example of the pawl rods 27, so that the frogs 6 are no longer blocked against rotation into the coupled position and rotate into the coupled position due to the force of, for example, the spring accumulator 4. The coupling eyes 5 guided in the funnels 22 engage in the frog mouths 9 and the two coupling locks 3 are hooked into one another.

[0049] The dome closures 3 are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23 of the end plate 24.

[0050] The decoupling device 11 comprises at least one electric motor 12, a hydraulic pump, in particular a hydrostatic pump 30, which can be driven by the electric motor 12, and a cylinder / piston unit 32 which can be hydraulically connected to the pump 30 and whose piston 36 acts on the core 6. The hydraulic coupling between the pump 30 and the cylinder / piston unit 32 is designated 33. The cylinder / piston unit 32 is supplied with operating medium via an operating medium source 34, which is connected to the pump 30 via a hydraulic connection. The hydraulic system can be designed as an open or closed system. Closed systems are particularly suitable for decentralized operating medium supplies.

[0051] The electric motor 12 and the pump 30 are preferably combined to form an electro-hydraulic drive unit 31. For this purpose, both can be housed in a common housing or can be flanged together. Such a design of the decoupling device 11 is shown in Figure 1b shown in a schematic, highly simplified representation. In this case, the operating medium source 34 can also be integrated in the drive unit 31 or arranged outside it, as in Figure 1b illustrated by a dashed line. The integration of the operating medium source 34 into the drive unit offers the advantage of creating a closed system.

[0052] A disintegrated construction is also conceivable, as for example in Figure 1creproduced, ie electric motor 12 and pump 30 are arranged spatially separated from each other and there is only a drive connection between the drive shaft of the electric motor 12 and an input shaft of the pump 30.

[0053] In the execution according to Figure 1a The electric motor 12, pump 30, and preferably also the operating medium source 34 are arranged at least partially in the coupling rod 10. Complete integration in the coupling rod 10 is also conceivable.

[0054] The cylinder / piston unit 32 is arranged in the coupling head housing 2. The cylinder / piston unit 32 is arranged at a distance from the electro-hydraulic drive unit 31, but preferably in close proximity and hydraulically connected to it via the connection 34.

[0055] The arrangement is such that the piston 36 can be moved relative to the frog 6 in order to generate a moment on the frog 6 about the main axis 7. For this purpose, the piston 36 has an active surface in the front end area, which acts on a contact area 14 on the frog 6. The piston 36 of the cylinder / piston unit 32 is spaced from the main axis 7 and arranged skewed or at an angle, preferably tangential to it. This also applies to the theoretical axis 25, which describes the travel path.

[0056] When presented in the Figure 2In a partially cut-away view from above, it can be seen that all components of the coupling lock 3 are accommodated within the coupling head housing 2 and that the coupling rod 10 is connected to the coupling head housing 2 in the longitudinal direction of the train coupling, which rod 10, in addition to the coupling head housing 2, accommodates part of the electrical uncoupling device 11, here the electric motor 12.

[0057] Figure 3 illustrates in a detailed view the effect of the piston 36 on a contact area 14 on the frog 6. In this case, the frog 6 has a surface aligned with the active surface on the piston 36, against which the piston 36 comes into contact during its stroke movement according to the travel path 25 and, upon further movement, generates a moment on the frog 6 about the main axis 7.

[0058] Furthermore, a control device 13 is provided, with which the uncoupling device 11 can be controlled to hold it permanently in a locked position for a period of time. The duration of the period can be determined, for example, by active actuation, in particular by means of a switch, by, for example, ending the holding in the locked position when the driver releases it. In principle, a predetermined period of time could also be selected, which would then end automatically.

[0059] An alternative complete accommodation of the complete, electrically operated uncoupling device 11 within the coupling head housing 2 is also possible, but not shown here.

[0060] The Figures 4a and 4b show a cutaway coupling head 1, with the coupling in the uncoupled position in Figure 4a and the coupled position in Figure 4bThe function of the electrically operated uncoupling device 11 can be explained with the aid of these figures. Figure 4a The frog 6 is shown in the uncoupled position. To move the frog from the uncoupled position to the coupled position, the cylinder 36 is retracted.

[0061] The change to the uncoupled or ready-to-couple state according to Figure 4atakes place by triggering a decoupling signal, wherein the electric motor 12 is controlled accordingly, for example via the control device 13. As a result, the cylinder of the cylinder / piston unit 32 is pressurized via the electro-hydraulic drive unit 31 and the piston 36 extends. This moves the frog 6 into the uncoupled position. The movement of the piston rod 36 ends at the so-called over-torn position of the frog 6, which is designed as a coupling lock. The drive unit 31 then switches over again and moves the piston 36 back to the basic position, i.e. the retracted position. The frog (lock) 6 now moves back slightly to the detent position (pre-tensioned / ready-to-couple position of the lock), whereby the piston 36 is already retracted into the basic position and therefore has no influence on the frog 6.

[0062] During the uncoupling process, the piston rod 36 moves against a defined contour of the frog 6 and moves it clockwise over a specific angular travel until the maximum stroke is exhausted. This stroke corresponds to the required angular travel of the frog and to uncouple the lock or coupling.

[0063] The Figure 4b shows the frog 6 in the coupled position. To change to the coupled position, the drive unit 32 is controlled accordingly, and the cylinder / piston unit 32 is in the home position with the pistons 36 retracted. The frog 6 can perform the transition from "ready to coupled" to "coupled" instantly without any force being exerted on the frog movement by the uncoupling device 11. List of reference symbols

[0064] 1 Coupling head 2 Coupling head housing 3 Coupling lock 4 Spring accumulator 5 Coupling eye 5.1 First end 5.2 Second end 6 Crosspiece 7 Main axis 8 Coupling eye axis 9 Mouth 10 Coupling rod 11 Uncoupling device 12 Electric motor 12.1 Output rotary axis 13 Control device 14 Contact area 18 Sensor 19 Main bolt 20 Manual operating device 21 Cone 22 Funnel 23 End face 24 End plate 25 Travel path 30 Hydraulic pump 31 Electro-hydraulic drive unit 32 Cylinder / piston unit 33 Hydraulic coupling 34 Operating medium source 35 Connection 36 Piston

Claims

1. Automatic train coupling, in particular for a freight car of a rail vehicle, having a coupling head (1) which comprises a coupling head housing (2) and a coupling fastener (3) having a locking mechanism, wherein the coupling fastener (3) is embodied as a rotary fastener having a coupling eyelet (5) and a core (6), wherein the core (6) is rotatable about a primary axis (7) between a coupled position and a decoupled position, the coupling eyelet (5) by way of a first end (5.1) is connected to the core (6) so as to be rotatable about a coupling eyelet axis (8) and has a second free end (5.2); and the core (6) has a throat (9) which is disposed for receiving a second end (5.2) of a coupling eyelet (5) of a mating coupling head (1); having a decoupling installation (11) for acting on the core so as to rotate the core (6) from the coupled position to the decoupled position; characterized in that the decoupling installation (11) is designed as an electro-hydraulic decoupling installation (31) and is disposed either completely within the coupling head housing (2), or completely within the coupling head housing (2) and a coupling bar (10) adjoining the coupling head housing (2).

2. Automatic train coupling according to Claim 1, characterized in that the electro-hydraulic decoupling device (31) comprises an electric motor (12), a hydraulic, in particular hydrostatic pump (30) drivable by the electric motor (12) and at least one cylinder / piston unit (32) which can be acted upon by the pump (30), wherein the piston (36) of the cylinder / piston unit (32) is arranged and designed in such a way as to act directly on the core (6) so as to rotate the core (6) from the coupled position to the decoupled position.

3. Automatic train coupling according to Claim 2, characterized in that the electric motor (12) and the pump (30) are combined to form an electro-hydraulic drive unit (31), which is hydraulically coupled to the cylinder / piston unit (32).

4. Automatic train coupling according to Claim 3, characterized in that the electro-hydraulic drive unit (31) is couplable to an externally arranged operating medium source (34) or the electro-hydraulic drive unit (31) comprises an internal operating medium source (34).

5. Automatic train coupling according to one of Claims 3 or 4, characterized in that the electro-hydraulic drive unit (31) is at least partially disposed in the coupling bar (10).

6. Automatic train coupling according to one of Claims 2 to 5, characterized in that at least the electric motor (12), the pump (30) and, in a development, additionally the cylinder (36) of the cylinder / piston unit (32) are disposed in a common housing.

7. Automatic train coupling according to one of Claims 2 to 6, characterized in that the electric motor (12) has an output rotation axis (12.1) which is disposed so as to be at least substantially radial to the primary axis (7).

8. Automatic train coupling according to one of Claims 2 to 7, characterized in that the core (6) has at least one contact surface (14) for contact of a piston surface of the cylinder / piston unit (329, which contact surface is disposed on said core outside the primary axis (7), and the cylinder / piston unit (32) is positioned relative to the core (6) in such a way that the maximum stroke of the piston (36) corresponds to the angular travel (angle of rotation) of the core (6) from the coupled to the decoupled position.

9. Automatic train coupling according to one of Claims 1 to 8, characterized in that at least one sensor (18), which detects a position of the decoupling installation (11), is provided.

10. Automatic train coupling according to one of Claims 1 to 9, characterized in that the decoupling installation (11) has a locking position in which it blocks rotation of the core (6) from the decoupled position to the coupled position via the drive connection, wherein a control device (28) is provided with which the decoupling installation (11) can be controlled in order to keep it permanently in the locking position over a period of time.

11. Rail vehicle having an automatic train coupling according to one of Claims 1 to 10.

12. Method for decoupling an automatic train coupling according to one of Claims 1 to 10, wherein the core (6) is rotated from the coupled position to the decoupled position via the drive connection by driving of the electric motor (12) of the electro-hydraulic decoupling installation (11), characterized in that in a pre-selectable operating mode, the decoupling installation (11) is kept in a locking position, in which it blocks rotation of the core from the decoupled to the coupled position, wherein a first operating mode is adjustable with the control device (28), in which operating mode the decoupling installation (11), immediately after rotation of the core (6) with the decoupling installation (11) from the coupled position to the decoupled position, again enables rotation of the core (6) from the decoupled position to the coupled position, and a second operating mode is adjustable with the control device (28), in which operating mode the decoupling installation (11) is kept in the locking position.