Method for detecting a complete decoupling process of a central buffer coupling of a rail vehicle, central buffer coupling for a rail vehicle and rail vehicle with such a central buffer coupling

Abstract

Method for recording a complete uncoupling process of a digital automatic coupler of a rail vehicle, wherein the digital automatic coupler is a center buffer coupler (1) with a housing (1a) and comprises a hook disc (2) with a main bolt (3) rotationally fixed to it, a drive section (4), an output section (4a) and a latch rod (4b) coupled to the hook disc (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14) and an actuating element (7) which interacts with the drive section (4) of the hook disc (2), a local actuator control belonging to the actuator (6), and a trigger module (16) with at least a third limit switch (15) which interacts with the latch rod (4b), wherein the hook disc (2) is connected to the main bolt (3),The eyelet (5) and the trigger module (16) form a locking mechanism. The method comprises the following steps: (VS1) opening the locking mechanism of the center buffer coupling (1), whereby the hook disc (2) is moved from a starting position to an open position by means of the actuator (6), and detecting the open position; (VS2) preventing unintentional re-coupling of the center buffer coupling (1) by maintaining such a buffer position, by holding the hook disc (2) in the open position by means of the actuator (6); (VS3) detecting the removal of a corresponding mating coupling of the center buffer coupling (1) from the center buffer coupling (1) by means of the trigger module (16); and (VS4) detecting the complete uncoupling process of the center buffer coupling (1) from the corresponding mating coupling, if VS3 has been clearly detected in the third process step.that the time required to remove the counter-coupling from the center buffer coupler (1) is greater than a predefinable reference value. A center buffer coupler (1) and a rail vehicle with such a center buffer coupler (1) are provided.

Description

[0001] The invention relates to a method for detecting a complete uncoupling process of a central buffer coupling of a rail vehicle according to the preamble of claim 1. The invention relates to a central buffer coupling of a rail vehicle. The invention also relates to a rail vehicle with such a central buffer coupling.

[0002] Digital Automatic Coupling (DAK) plays a significant role in the digitalization and automation of rail transport. The term "Digital Automatic Coupling" is also commonly abbreviated to "DAK."

[0003] In the field of automatic couplings for rail vehicles, for example, the Scharfenberg coupling is well known. It is a rigid central buffer coupling.

[0004] The Scharfenberg coupling principle is used by the German Railways (DAK) both for passenger trains and is preferred by the DAK for freight trains. The coupling process is purely mechanical, implemented via a hook disc and spring assemblies in each coupling head.

[0005] In the following text, the term "complete uncoupling process for freight wagons" refers to a complete and permanent separation of two freight wagons (or "two central buffer couplings").

[0006] The term "uncoupling a central buffer coupling" in the following text means the opening of a locking mechanism of the central buffer coupling (hook disc with main bolt, eyelet, trigger module).

[0007] However, the uncoupling process requires actuators that counteract the spring force of the spring assemblies by pushing the hook disc back into the release position. In passenger trains, electropneumatic actuators are typically used for this purpose.

[0008] The situation is different for freight trains, which is why an electromechanical solution is preferred, powered purely electrically without the use of any additional operating medium (e.g., hydraulic). This requires control and diagnostic electronics to manage the electric motor component and monitor operating conditions.

[0009] Center buffer couplings are well known in passenger transport, as is the state of the art. Pneumatic actuators or pneumatic cylinders are used to release these couplings. A push rod or the release mechanism or piston of the cylinder is pushed out using pneumatically supplied energy and thus pressure, thereby rotating the hook disc or the centerpiece of the Scharfenberg coupling in the release direction.

[0010] This shows Figure 1 a schematic plan view of an internal structure of a center buffer coupling 1 according to the prior art in a release position.

[0011] The central buffer coupling 1 comprises a housing 1a, a hook disc 2 with a main bolt 3, a drive section 4, an output section 4a and a ratchet rod 4b, an eyelet 5, an actuator 6' with an actuating element 7' designed as a push rod, a local drive control belonging to the actuator 6' and a trigger module 16. The main bolt 3 is connected to the hook disc 2 in a rotationally fixed manner and is pivotally mounted in opposite walls of the housing 1a.

[0012] For uncoupling, ie releasing the coupling, from a counter-coupling (not shown), a pneumatic cylinder is used as actuator 6'. The push rod as actuating element 7' of the cylinder or actuator 6' is pushed out by means of pneumatically provided energy and rotates the hook disc 2 about a pivot axis 2a in the releasing direction, ie here in Figure 1clockwise. A free end of the cylinder's actuating element 7' contacts the drive section 4 of the hook disc 2 of the Scharfenberg coupling at a contact point 8.

[0013] In the uncoupled state, which is Figure 1 As shown, the hook disc 2 has assumed an angular position of approximately 62° relative to its initial position. The latch rod 4b, which is coupled to the hook disc 2, is locked in the trigger module 16, so that the hook disc 2 is held in its uncoupled position.

[0014] During re-engagement, the counter-coupling hits a trigger of the trigger module 16, so that the ratchet rod 4b is thereby levered out and the hook disc 2 is rotated into the engaged state (initial position) via the tension spring force of a spring (not shown here) on a coupling eyelet of the hook disc 2. For this purpose, a tension spring is used, for example, which is not shown here but is easily imagined. An example of such a spring 2b is shown in Figure 3 indicated.

[0015] The hook disc 2 with the main bolt 3, the eyelet 5 and the trigger module 16 form the functional unit locking mechanism.

[0016] DE 10 2021 111 207 A1 describes how the pneumatic principle can be applied via an electro-hydraulic actuator. The force is also generated via pressure, which is generated by the hydraulic operating medium. An electro-hydraulic drive unit uses an electric motor to generate the necessary compression of the operating medium via a hydraulic pump and thus the pressure to move the piston forward. The actuator is capable of maintaining the force on the piston while maintaining the applied pressure so that the position assumed can be maintained for an extended period. In some cases, this is achieved by continued operation of the electric motor in order to maintain the built-up pressure. After the decoupling process, the piston is retracted by reducing the pressure.

[0017] DE 10 2021 111 206 A1 also describes, in principle, an electro-hydraulic actuator which, instead of a push rod or similar, actuates and retracts an articulated lever in order to achieve the position of the hook disc for the uncoupling process.

[0018] Electromechanical drives for uncoupling a center buffer coupling are currently only mounted outside the coupling housing. The key factor here is their size, which doesn't fit into the tight space of the coupling. Accordingly, no electronics or systems for controlling the actuator or similar devices are located inside the coupling.

[0019] Regardless of the principle on which a suitable actuator for uncoupling a center buffer coupling operates, a so-called buffer position ("Prevent Re-Coupling") must be adopted during the uncoupling process to prevent unintentional re-coupling in certain situations, as the English term suggests. For this reason, the actuator must not return to its original position too early.

[0020] The advantage of the automatic center buffer coupling (AK) is the automatic locking of the coupling mechanism when the two couplings engage when two freight wagons collide.

[0021] The disadvantage is that during shunting operations, two wagons whose couplings are already open (uncoupled position of the locking mechanism) can briefly move away from each other and then reconnect. This causes the two center buffer couplings to re-engage, which is undesirable.

[0022] In shunting operations, it is unavoidable for two wagons to briefly move apart and then back together again, for example, when liquids slosh back and forth in a tanker. If the two center buffer couplings are not actively kept open, they will unintentionally engage again.

[0023] Even when climbing up the hump of a shunting yard, two wagons can briefly separate when the central buffer coupling is open, which means a new, automatic coupling and thus a corresponding disruption to shunting operations.

[0024] In such a case, the center buffer couplings must not re-engage. The actuator may only be returned to its original position once the center buffer couplings have actually and irreversibly moved apart, i.e., once a complete uncoupling process has occurred.

[0025] It is considered disadvantageous that detecting the uncoupling state, for example, using a sensor switch on the main bolt or electrical contacts on the electric coupling, can only indirectly "loop" this status to the actuator, which is not always easily feasible. The pivot angle of the main bolt is not suitable for determining whether the second coupling is disengaged. The pivot angle of the main bolt can only provide information about whether the locking mechanism of the central buffer coupling is open or not.

[0026] Above all, in the context of interoperability between the different manufacturers, which is intended to ensure macroscopic compatibility between them.

[0027] There is still a lot of catching up to do, especially in the freight transport sector, as the screw couplings between freight wagons that are still common today require both personnel and a lot of time and effort.

[0028] Therefore, it is an object of the invention to provide a method for detecting or recording a complete and permanent separation of two wagons after uncoupling of a central buffer coupling.

[0029] A further object of the invention is to provide an improved central buffer coupling as a digital automatic coupling (DAK), which enables recognition or detection / recording of a complete and permanent separation of two wagons after uncoupling, ie a uncoupling state of the central buffer coupling.

[0030] And yet another task is to specify a rail vehicle with such a center buffer coupling.

[0031] The objects are achieved by the subject-matter of independent claims 1, 12 and 21.

[0032] A method according to the invention for detecting a complete uncoupling process of a digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a center buffer coupling with a housing and has a hook disc with a main bolt connected to it in a rotationally fixed manner, a drive section, an output section and a ratchet rod coupled to the hook disc, an eyelet, an actuator with a first limit switch, a second limit switch and an actuating element which interacts with the drive section of the hook disc, a local actuator control belonging to the actuator, and a trigger module with at least one third limit switch which interacts with the ratchet rod, wherein the hook disc with the main bolt, the eyelet and the trigger module form a locking mechanism.The method comprises the method steps (VS1) opening the locking mechanism of the central buffer coupling, wherein the hook disc is adjusted from an initial position to an open position by means of the actuator, and detecting the open position; (VS2) preventing an unintentional re-coupling of the central buffer coupling by maintaining a buffer position thus assumed by the hook disc being held in the open position by the actuator; (VS3) detecting a removal of an associated mating coupling of the central buffer coupling from the central buffer coupling by means of the trigger module; and (VS4) detecting the complete uncoupling process of the central buffer coupling from the associated mating coupling if it has been clearly detected in the third method step (VS3) that the time duration of the removal of the mating coupling from the central buffer coupling is greater than a predeterminable reference value.

[0033] An advantageously simple method is created that uses existing components and existing functional units and evaluates their signals.

[0034] A digital automatic coupling of a rail vehicle according to the invention is provided, wherein the digital automatic coupling is a center buffer coupling with a housing and has a hook disc with a main bolt connected to it in a rotationally fixed manner, a drive section, an output section and a ratchet rod coupled to the hook disc, an eyelet, an actuator with a first limit switch, a second limit switch and an actuating element which interacts with the drive section of the hook disc, a local actuator control belonging to the actuator, and a trigger module with at least one third limit switch which interacts with the ratchet rod, wherein the hook disc with the main bolt, the eyelet and the trigger module form a locking mechanism.The trigger module comprises a housing with a cover, a trigger, a trigger plate, a compression spring for the trigger, a switching lever for actuating the at least one third limit switch, a compression spring for the switching lever and an electrical connection for the limit switch, wherein the trigger module is designed to keep the latch rod engaged via a special contour on the trigger and via the compression spring and thus to hold the hook disc after disengagement in order to enable readiness for re-engagement, wherein re-engagement by actuating the trigger plate of the trigger against the force of the compression spring releases the engaged latch rod. One advantage here is that a high level of functionality of the trigger module is achieved with only a small space requirement.

[0035] A particular advantage is that existing components can be used.

[0036] A rail vehicle according to the invention has at least one central buffer coupling as described above.

[0037] A further advantage is that independence from the overall system and thus independence from the manufacturer and its interfaces is achieved.

[0038] This digital automatic coupling according to the invention enables cost advantages for manufacturers and operators, since standard components are used and only minor changes are necessary.

[0039] Advantageous embodiments of the invention are the subject of the subclaims.

[0040] In one embodiment, in the method step (VS1) of opening the locking mechanism, detecting the open position of the hook disc, and evaluating the switching states of the first and second limit switches of the actuator are performed. It is advantageous to use the existing components, i.e., to evaluate their signals.

[0041] In the process step (VS1) of opening the locking mechanism, a pivot angle of the main bolt, which is non-rotatably connected to the hook disc, can also be detected. This advantageously allows the position of the hook disc to be easily determined.

[0042] Another embodiment provides that in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of at least one third limit switch of the trigger module are evaluated. This advantageously allows for even more intensive monitoring.

[0043] In a further embodiment, in method step (VS3) detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of the at least one third limit switch of the trigger module are forwarded as direct signals to the local actuator control. This is advantageous because an existing component can be used and only minor modifications are required.

[0044] It is further advantageous if, in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of two or more third limit switches of the trigger module are evaluated, since this allows for simple plausibility checks of the signals and simple monitoring.

[0045] In another embodiment, in method step (VS3) detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of one or more proximity switches on a front plate of a coupling head of the central buffer coupling are evaluated in relation to a distance of a front plate of a counter-coupling. An advantage of this is further plausibility checks and simple detection using cost-effective, high-quality components.

[0046] In yet another embodiment, in method step (VS3) detecting the removal of an associated mating coupling of the central buffer coupling, a stroke movement and / or a spring force of a sealing element of an air coupling of the central buffer coupling is detected. When two digital automatic couplings are coupled, the seals of the two couplings are pressed against each other. The force on the seal is predetermined by the preload force and the characteristic curve of a spring located behind the respective seal. During the coupling process, the seal moves and the spring force increases. If the spring force or its stroke is measured, this can be easily evaluated as a signal for the contact between two couplings, since these components are already present.

[0047] A further embodiment provides, additionally or alternatively, that in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, a decoupling is detected via the electrical contacts on an electrical coupling, further processed in a connection unit, and this information is transmitted to the local actuator control in the central buffer coupling. Advantageously, only minor adjustments are necessary for this.

[0048] In a further embodiment, it is advantageously simple if, in the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling, a decoupling is detected via the electrical contacts on the electrical coupling by means of a contact loop.

[0049] Another version of the method additionally or alternatively provides for the pivot angle of the main bolt to be recorded using data from a higher-level system. This is advantageous because this data may already be available.

[0050] It is advantageous for the pivot angle of the main bolt to be detected by at least one limit switch, particularly a scanning switch. A limit switch is a cost-effective, high-quality component whose signals, e.g., ON / OFF, can be easily detected.

[0051] In yet another embodiment of the digital automatic coupling, the switching lever in the housing of the trigger module interacts mechanically with an actuating section of the trigger and controls the at least one third limit switch in such a way that, depending on the position of the ratchet rod and thus of the hook disc, it outputs a signal, based on which a control detects the uncoupling of the central buffer coupling.

[0052] Another version of the digital automatic clutch provides for the actuating section of the trigger to be molded into a circumferential groove in the body of the trigger. This advantageously offers a simple design with a small footprint.

[0053] In one embodiment of the digital automatic clutch, the at least one third limit switch in the trigger module is designed with two separate outputs and opposing output signals. This provides an advantageously simple way to verify the plausibility of the switch signals.

[0054] A further embodiment of the digital automatic coupling provides for detection means for the pivot angle of the main pin to be arranged in the coupling, which provide data on the pivot angle of the main pin to a higher-level system. The detection means can easily detect the pivot angle on-site, e.g., as a rotation angle sensor or the like.

[0055] If the detection means for the pivot angle of the main bolt comprise at least one limit switch, in particular as a scanning switch, an advantageously simple arrangement for detecting the pivot angle is made possible.

[0056] Another version of the digital automatic coupling provides for the main bolt to have a contour that interacts with one or more limit switches as sensing switches to detect the pivot angle of the main bolt. Advantageously, only minor modifications to an existing component of the central buffer coupling are required.

[0057] In yet another version of the digital automatic coupling, the main pin interacts with at least one rotation angle sensor to detect the pivot angle of the main pin. A cost-effective, high-quality component and minimal modifications are a major advantage here.

[0058] A further embodiment of the digital automatic coupling provides for the central buffer coupling to interact with a controller, in particular with a local drive controller, which is designed to implement the method described above. Advantageously, for example, a software extension in an existing controller can be easily enabled for this purpose.

[0059] With the help of process automation with digital automatic couplings (DAK), a freight train can be assembled much more efficiently, flexibly, and cost-effectively, which brings only advantages for both the operator and the end customer. Furthermore, the train-wide digital interfaces enable new functionalities with regard to diagnostics, maintenance, and repair (keyword: condition-based and predictive maintenance).

[0060] The invention also provides the following advantages: A simple method for detecting uncoupling. Installation directly in or on the coupling head of the center buffer coupling. Only minor modifications to an existing component of the center buffer coupling. Transmission of a direct signal to the local actuator control. Independence from the overall system and therefore independent of the manufacturer and its interfaces. Forms a separate system with the actuator in the center buffer coupling. Can be tested, maintained, and replaced separately, i.e. without removing the actuator. become.

[0061] An embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this but also in other embodiments. They show: Figure 1 shows a schematic plan view of an internal structure of a center buffer coupling according to the prior art; Figures 2-3 show schematic plan views and partial sectional views of an internal structure of an embodiment of a center buffer coupling according to the invention in a release position; Figure 4 shows an enlarged schematic view of the area IV in Figure 3 ; Figure 5A-5C schematic representations of a trigger module according to Figure 3-4 ; Figure 6 shows a schematic perspective view of a variant of the embodiment of the central buffer coupling according to the invention; Figures 7A-7C show schematic perspective views of proximity sensors; Figures 8-9 show schematic views of digital automatic coupling halves as central buffer couplings according to the invention Figure 2-4 a coupling point of two rail vehicles; Figures 10-12 schematic representations of further limit switches in connection with a main bolt of the central buffer coupling according to the invention according to Figure 2-3; and Figure 13 shows a schematic flow diagram of a method according to the invention.

[0062] Figure 1 has already been discussed above in the introduction to the description.

[0063] Figure 2 shows a schematic plan view and partial sectional view of an internal structure of an embodiment of a central buffer coupling 1 according to the invention in the released position.

[0064] In Figure 3 the central buffer coupling 1 according to the invention is Figure 2 with an open trigger module 16.

[0065] Figure 4 shows an enlarged schematic view of area IV in Figure 3 with the trigger module 16.

[0066] The central buffer coupling 1 comprises a housing 1a, a hook disc 2 with a pivot axis 2a, a main pin 3, a drive section 4 and an output section 4a, an eyelet 5 and an electromechanical actuator 6 with an actuating element 7, a threaded spindle 12, an electric motor 10 and a motor brake 11.

[0067] The hook disc 2 with the main bolt 3, the eyelet 5 and the trigger module 16 also form the functional unit locking mechanism.

[0068] The actuating element 7 is designed here as a pressure tube.

[0069] The electromechanical actuator 6 has a central axis 6a and is configured with a spindle / spindle nut drive. The spindle / spindle nut drive can, for example, be a ball screw drive and is driven by an electric motor 10. The ball screw drive comprises the threaded spindle 12 and a spindle nut 7b rigidly connected to the actuating element 7. The actuating element 7 and thus the spindle nut 7b are guided in the actuator 6 in a rotationally fixed manner and can be longitudinally displaced in a manner not described in detail.

[0070] The electric motor 10 has a motor axis 10a and is operatively connected to the threaded spindle 12 via a gear 10b. The gear 10b can be a spur gear, for example. The motor axis 10a and the center axis of the actuator 6 are arranged parallel to each other here.

[0071] In the exemplary embodiment, the electric motor 10 is a direct current motor or DC motor as the main drive for uncoupling or releasing the center buffer coupling 1. Such an electric motor 10 is comparatively inexpensive and can be controlled and reversed in a simple manner (for example by relays and / or power semiconductors).

[0072] The actuating element 7, which is directly connected to the spindle nut 7b of the ball screw, is functionally equivalent to the actuating element 7' (push rod) of the pneumatic cylinder (see Figure 1 ).

[0073] In this embodiment, the contact point 8 has a bearing 9. The bearing 9 is a roller bearing with a roller and is arranged in the drive section 3 of the hook disc 2 so that it can rotate about a bearing axis 9a. This bearing axis 9a runs parallel to the pivot axis 2a of the hook disc 2.

[0074] At the contact point 8, the roller of the bearing 9 contacts a pressure head 7a of the actuating element 7.

[0075] The electric motor 7 is coupled to the engine brake 11 and the transmission 10b.

[0076] The electromechanical actuator 6 functions with the help of the electric motor 10, which converts electrical energy into mechanical energy. When the actuator 6 is activated, the rotor of the electric motor 10 rotates. This rotational movement is then transmitted to the spindle 12 via the gear 10b. Since the rotating spindle 12 is fixed in the axial direction of the central axis 6a, this results in a feed movement of the spindle nut 7b and thus of the actuating element (pressure tube) 7, which can apply the corresponding force to the hook disk 2 via the drive section 3.

[0077] After the two trains / wagons have been completely uncoupled, the actuator 6 can be returned to its original position.

[0078] The motor brake 11 flanged to the electric motor 10 enables the electric motor 10 to hold a position, such as in the shown release position of the center buffer coupling 1.

[0079] The bearing 9 minimizes the transverse forces acting on the actuating element (pressure tube) 7 and is described in more detail in a not yet published application of the applicant.

[0080] The electric motor 7 and the motor brake 11 have a common motor axis 7a, which here runs parallel to the central axis 6 of the ball screw drive.

[0081] Together with two switches for the start and end positions (referred to as limit switches 13 and 14), this electromechanical drive unit with actuator 6 is installed in each coupling head. Limit switches 13 and 14 are designed as mechanical limit switches.

[0082] It is of course also possible that further positions of the actuating element 7, e.g. intermediate positions between the start and end positions, can be detected by further limit switches.

[0083] Likewise, a third (mechanical) switch (limit switch 15) can be used, which, as a limit switch, is actuated directly or indirectly by a counter-coupling of the center buffer coupling 1 (not shown but easily conceivable), designed like the center buffer coupling 1. A signal from this third limit switch 15 thus clearly indicates a counter-coupling engaged with the center buffer coupling 1.

[0084] The removal of the counter-coupling (not shown) can also be detected on the so-called trigger module 16 with the third limit switch 15.

[0085] In Figure 3 the trigger module 16 is shown from above with an open housing 16a.

[0086] The housing 16a has a cover 16b which is Figure 4 from the front, ie through an opening 1b ( Figure 3 ) can be seen.

[0087] Furthermore, the trigger module 16 is provided with a trigger 17 with a trigger axis 17a. A trigger plate 18 is attached to the front end, which faces the opening 1b. The trigger plate 18 has a contact surface 18a, which is intended for contact with the mating coupling (not shown) when coupled to the center buffer coupling 1.

[0088] The trigger module 16 with the third limit switch 15 has the function of detecting the removal of the counter coupling and thus the uncoupling of the counter coupling from the central buffer coupling 1.

[0089] Figure 5A - 5C show schematic representations of the trigger module 16 according to Figure 3-4 in different views.

[0090] In Figure 5Aa partially sectioned side view of the trigger module 16 is shown. Figure 5B shows a front view and in Figure 5C a top view of the trigger module 16 is shown.

[0091] The trigger module 16 comprises the third limit switch 15 (snap switch), the housing 16a with the cover 16b, the trigger 17, the trigger plate 18, a compression spring 19 for the trigger 17, a switching lever 20, a compression spring 21 for the switching lever 20 and an electrical connection for the limit switch 15.

[0092] In principle, the trigger module 16 serves to engage the ratchet rod 4b, which is connected to the hook disc 2, via a special contour not shown on the trigger 17 (among other things by the so-called "sword" not shown) and via the corresponding compression spring 21, so that the hook disc 2 is in the 62° angle position after uncoupling (see Figure 3) in order to enable readiness for re-engagement. During re-engagement, the counter-coupling hits the release plate 14 of the release 17 and against the force of the compression spring 21, so that the ratchet rod 4b is thereby levered out and the hook disc 2 is released via the tension spring force of a spring 2b (see Figure 3 ) on the eyelet 5 is turned into the engaged state.

[0093] The compression spring 21 is accommodated around the body of the trigger 17 in a spring receptacle 16c of the trigger module 16. The trigger 17 is guided longitudinally displaceably in the direction of its trigger axis 17a within the housing 16a and the spring receptacle 16c. At one end of the trigger 17, which protrudes outward through the end of the spring receptacle 16c, an axial lock 17b is attached, which limits the position of the trigger 17 and with which the compression spring 19 can be tensioned.

[0094] This mechanism is now used to detect / detect a successful decoupling by mechanically actuating the installed switching lever 20 in the housing of the trigger module 16 by an actuating section 17c of the trigger 17. In the example shown, the actuating section 17c is formed as a circumferential groove in the body of the trigger 17. The switching lever 20 also interacts with a compression spring 21. In this case, the switching lever 20 pivots about a lever axis 20a to control the third limit switch 15 (snap switch) accordingly. In this way, the limit switch 15 can output a signal, e.g., an ON signal or a Boolean "1," which a control system uses to detect or detect the successful decoupling.

[0095] After decoupling, i.e., when the mating coupling no longer exerts pressure on the trigger plate 18 of the trigger 17 and the trigger is returned to its initial position (defined by the axial lock 17b) by the corresponding compression spring 19, the trigger 17 simultaneously moves the switching lever 20 away from the third limit switch 15, so that an inverted switching signal now emanates from the third limit switch 15 (e.g., output of an OFF signal or a Boolean "0"). Thus, this third limit switch (snap switch) 15 can function in this design as a so-called limit switch to detect decoupling and transmit the corresponding switching signal to the local actuator control. For this purpose, the third limit switch 15 is connected to the housing 16a of the trigger module 16 via the angle connector 22 including the anti-twist device 22a with the appropriate cabling to the control in the actuator housing.

[0096] The cabling is laid in such a way that it does not normally get caught on the moving parts of the center buffer coupling 1 and the actuator 6 or impair their function. It is important that the housing 16a of the trigger module 16 including the cover 16b and also the angle plug 22 including the cable are designed and arranged to be sealed and robust against environmental influences with a correspondingly high IP protection class and against vibrations and shocks, since it is located in the coupling head 1c of the center buffer coupling 1 and is exposed to environmental influences almost unprotected.

[0097] In the described embodiment, a single-channel snap-action switch is used as the third limit switch 15 to explain the principle as easily as possible. However, for safety reasons, a third limit switch 15 with two separate outputs and opposing output signals should be used (e.g., 1x Boolean "1" + 1x Boolean "0") to perform a plausibility check so that errors and defects in the third limit switch 15 can be detected. Figure 5C Therefore, a limit switch 15 with four electrical connection contacts (two for each switching contact) is indicated to meet this safety requirement. Furthermore, the third limit switch 15 is shown here with an actuator 15a, which interacts with the switching lever 20.

[0098] Further implementation examples include replacing the previously installed mechanical third limit switch (e.g., a snap-action switch from Schaltbau) with an electrical / electronic version. Various physical principles can be used here; the most common and robust solutions for these applications include Hall sensor / Hall element-based, magnetoresistive, inductive, or capacitive switches or sensors.

[0099] In the form of an active sensor, e.g., the Hall-based principle with integrated magnets behind the sensor elements, metallic levers, rockers, or flags can be detected. The switching distance of the sensor can be adjusted at the factory as required. The advantages of an electronic switch are the smaller installation space requirement, greater robustness, particularly against vibrations, and further reduced costs.

[0100] The possible design of the trigger module 16 can also be further optimized if an electronic switch is used as the third limit switch 15, since it is possible to directly scan the trigger 17 using the sensor. Both active and passive sensors are used for this purpose.

[0101] When using an active sensor, a constructive milling or similar must be provided on the side of the trigger 17 facing the cover 16b so that, for example, changes in the magnetic flux density can be registered by the corresponding sensor system.

[0102] Passive sensors can be used, for example, as Hall-based or magnetoresistive sensors. These sensors scan a magnet that is mounted on / built into the trigger 17 and also points away from the magnetic field toward the cover 16b. Depending on the strength of the magnet, the sensitivity of the sensor element, the housing material used, and the required material thickness, the space for such a third limit switch 15 can be separated from the trigger 17, which in turn can have advantages with regard to external influences (including environmental influences).

[0103] Figure 6 represents a schematic perspective view of a variant of the embodiment of the central buffer coupling 1 according to the invention. In Figure 7A - 7C schematic perspective representations of proximity sensors or proximity switches 23, 23a, 23b are shown.

[0104] It is in Figure 6The entire circumference of the central buffer coupling 1 is shown. The central buffer coupling 1 comprises the housing 1a with the coupling head 1c and a coupling neck 1d. The coupling head 1c has the housing 1a with a coupling front 1e, in which the opening 1b for receiving the eye of the counter-coupling is formed. The eye 5 protrudes next to it.

[0105] In this variant, the installation of a proximity switch / sensor 23, 23a, 23b is mounted at a different location on the coupling head, e.g. on the front plate 1f of the coupling head 1c (not shown here, but easily imagined).

[0106] Such a proximity switch / sensor 23, 23a, 23b in or on the front plate 1f of the central buffer coupling 1 can directly indicate an engaged counter-coupling.

[0107] The front plate of the counter coupling is detected and a corresponding signal is output when the counter coupling is within a previously defined switching distance or has moved away from it.

[0108] Sensors in their own housing can be suitable for this purpose, as in the Figures 7A, 7B, 7C These are available in various possible designs and sizes, and with various mounting options. Suitable mechanical protection is essential here, as, for example, immense accelerations can occur on the front panel 1f due to the coupling shock when engaging the clutch. Furthermore, particular attention must be paid to the cable routing and fastening for the local actuator control to prevent them from getting caught on moving components such as the hook plate 2, (coupling) eyelet 5, actuator 6, etc.

[0109] Figure 8 - 9show schematic representations of digital automatic coupling halves as central buffer couplings 1 according to the invention Figure 2-4 a coupling point of two rail vehicles.

[0110] In Figure 8 The central buffer coupling 1 and its electrical / electronic components are connected to a connection unit 24, commonly referred to as a "junction box." An electric coupling (E-coupling) 25, a signal box 26, and a vehicle control device ("main system") 27 are also connected to the connection unit 24, connecting these units to the central buffer coupling 1.

[0111] The electrical coupling 25 here has electrically conductive signal connectors 25a and power connectors 25b.

[0112] The connection unit 24 primarily serves the function of aggregating the wiring harness from the center buffer coupling 1 (e.g., actuator 6, electric coupling 25, sensing / limit switches 28, 28' on the main bolt 3, optional control unit / remote signal box 26 for the actuator 6 on the car body) and transmitting it via higher-level lines to the vehicle control unit (main system) 27. The electrical supply from the car body is also connected to this connection unit 24 so that, among other things, the actuator 6 is supplied with electrical power.The connection unit 24 not only serves as a central hub for each center buffer coupling 1, but can also contain some logic to consolidate signals and information and thus transmit the status of the center buffer coupling 1 (mechanically coupled, mechanically uncoupled and ready to couple, mechanically uncoupled and in buffer position, electrically coupled, electrically uncoupled) more specifically to the wagon central computer / control system. Using these logic connections, it is also conceivable that the information from the electric coupling 25 (E-coupling) regarding the coupling status of the electrical contacts can be bundled and processed in the connection unit 24 and transmitted directly to the local actuator control system in the center buffer coupling 1 without detours via the system.

[0113] This connection unit 24 is also conceivable for the DAC4.5 (variant without a higher-level system), although in this case the electric coupling does not need to loop through a train-wide data bus system and does not necessarily need to provide a power supply. Therefore, these pins (signal connector 25a and / or power connector 25b) of the electric coupling 25 can be used differently, as described in more detail in the applicant's as yet unpublished application "Arrangement of a coupling point of two rail vehicles with digital automatic coupling halves with a synchronization device, and method for synchronizing digital automatic coupling halves of such an arrangement."

[0114] Figure 9shows the schematic structure, whereby only the signal box (operating unit / remote) 26 for the actuator 6 on the car body is mandatory, and the vehicle control unit 27 ("Wagon Computing Unit") system is omitted. The basic idea here is the same as the concept for the DAC5 with the connection unit 24, namely the detection of a decoupling via the electrical contacts on the electric coupling 25 and the further processing in the connection unit 24 so that this information is transmitted to the local actuator control in the center buffer coupling 1.

[0115] Under certain circumstances, a connection unit 24 can be omitted in the DAC5 version. In this case, the aforementioned information from the electric coupling 25 would go directly to a car central computer / control system. To access this information for the actuator 6, the central car control system must process this data and send it to the local actuator control system in the center buffer coupling 1. This would involve the aforementioned detour, but would be feasible (possibly with a slight delay).

[0116] By appropriately connecting the electric couplings 25 of the center buffer couplings 1 to be coupled, the contact between the two electric couplings 25 can be determined. This allows clear detection of whether two wagons are still in contact or separated. This can be achieved, for example, using a contact loop that, when the center buffer couplings 1 are coupled, is closed by the two then-connected electric couplings 25. This can be achieved, for example, with a simple continuity tester circuit for the contact loop.

[0117] It should also be mentioned that in the future, it is even conceivable to connect some lines from the electric coupling 25 directly to the actuator control in the center buffer coupling 1, so that the actuator 6 and the electric coupling 25, as well as other electrical components in the center buffer coupling 1, form a consolidated overall system. Consequently, information, e.g., about the electrical status of the center buffer coupling 1 (electrically coupled, electrically uncoupled), is passed directly to the control of the uncoupling actuator (actuator 6), which would further increase the system's capabilities and potentially enable a self-contained system / unit.

[0118] Figure 10 - 12 show schematic representations of further limit switches 28, 28' in connection with the main bolt 3 of the central buffer coupling 1 according to the invention according to Figure 2-3

[0119] Figure 10shows a plan view of the main bolt 3 with the pivot axis 2a with the hook disk 2 of the center buffer coupling 1. A limit switch 28, which can also be referred to as a scanning switch, is in contact with the outer surface of the main bolt 3.

[0120] In Figure 11 A schematic perspective view of the main bolt 3 with the associated limit switch 28 is shown. The limit switch 28 is shown here only as an example with a sensing element 28b attached to a connector 28a. The sensing element 28b can, for example, be a roller. The connector can be adjustable in length and / or angled.

[0121] The probe element 28b is in contact with a contour 3a formed in the main bolt 3 and in this way senses different diameters of the main bolt 3 to detect the angle of rotation of the main bolt 3 about the pivot axis 2a.

[0122] The main bolt 3 can be arranged with its contour 3a within the central buffer coupling 1 or also protruding above its housing 1a.

[0123] In the further variant of the central buffer coupling 1 according to the invention shown here, the information of this limit switch 28 about the position of the main bolt 3 is also made available for the local actuator control in the central buffer coupling 1 via a detour via the higher-level system, similar to what was described above for the electrical pressure contacts of the signal connectors 25a and / or the power connectors 25b of the electrical coupling 25.

[0124] There are possibilities to pass the output signals of the limit switch 28 directly to the control of the actuator 6 via appropriate cabling, e.g. via a Y-cable or with two cables / wires on the same limit switch 28.

[0125] In Figure 12two limit switches 28, 28' are shown, both of which scan the contour 3a of the main bolt 3.

[0126] The two limit switches 28, 28' detect the angular position of the main bolt 3 and thus the angular position of the hook disc 2. The signals from the two limit switches 28, 28' indicate whether the locking mechanism of the center buffer coupling 1 is closed (coupled state) or open (uncoupled and ready to couple).

[0127] However, it is not possible to determine whether the counter-coupling is still engaged or whether the two wagons have moved away from each other. This does not provide a meaningful solution to the problem of "brief separation followed by re-coupling."

[0128] The limit switch(es) 28, 28' on the main bolt 3 for the "uncoupled" position could possibly replace the second limit switch 14 in the actuator 6.

[0129] In this case, for testing purposes, a limit switch 28 can be used exclusively for the higher-level system, and a limit switch 28' can be used only for the actuator control of actuator 6 in the center buffer coupling 1. It is also better here to connect both limit switches 28, 28' to both controls (both the actuator control in the center buffer coupling 1 and the higher-level system) for redundancy, plausibility checks, and failure detection, e.g., each via a Y-cable or with a cable to the same limit switch 28 or 28'.

[0130] Figure 12 also shows a housing 29 of an air coupling 30, which is mounted on the housing 1a of the central buffer coupling 1.

[0131] The brake lines of the wagons to be coupled are coupled by means of the air coupling 30, which is not described in detail here. This coupling of the brake lines is achieved by means of a sealing element 31 located on the coupling front 1e of the central buffer coupling 1.

[0132] During a coupling process of two central buffer couplings 1, the respective sealing elements 31 of the two central buffer couplings 1 are pressed together. The force on the sealing element 31 is determined by the preload force and the characteristic curve of a spring located behind the respective sealing element 31. During the coupling process, the sealing element 31 performs a lifting movement, and the spring force increases. If the spring force or its stroke is measured, this can be evaluated as a signal for the contact between the two central buffer couplings 1 to be coupled and can therefore be used to detect / record a complete uncoupling.

[0133] A rotation angle sensor (electromechanical / Hall sensor etc.) for the rotation angle of the main bolt 3 and thus of the hook disc 2 around the pivot axis 2a could also be arranged in the housing 29.

[0134] If linear switches are used instead of binary switches / limit switches 13, 14, 15, 28, 28' (i.e. switches that only output a digital "0" or "1"), the angle of rotation of the hook disc 2 can also be detected or recorded via the contour 3a of the main bolt 3, thus offering further options for detecting the uncoupling, but also the current angular position of the hook disc 2 and the current spindle position of the actuator 6 of the center buffer coupling 1, in order to detect failures, errors and other unwanted and unforeseen events in the coupling head 1c of the center buffer coupling 1 and, if necessary, to take measures at an early stage (e.g. inspection of the cause of the error, manual error correction, replacement of faulty components in the coupling head 1c).

[0135] Figure 13shows a schematic flow diagram of a method according to the invention for detecting a complete uncoupling process of a central buffer coupling 1 of a rail vehicle.

[0136] In a first method step VS1, the locking mechanism of the central buffer coupling 1, which comprises the hook disc 2 with the main bolt 3, the eyelet 5 and the trigger module 16, is opened, wherein the hook disc 2 is adjusted from an initial position into an open position by means of the actuator 6.

[0137] Then, in a second process step VS2, the buffer position thus assumed is maintained by holding the hooked disc 2 in the open position by the actuator 6 to prevent unintentional re-coupling. In shunting operations, a brief separation of two wagons and subsequent re-coupling is unavoidable, e.g., when liquids slosh back and forth in a tanker. If the center buffer coupling 1 and the counter-coupling are not actively held open in their buffer positions, the center buffer coupling 1 and the counter-coupling will unintentionally re-couple.

[0138] In a third method step VS3, it is detected whether the counter-coupling has moved away from the central buffer coupling 1. For this purpose, one embodiment uses the function of the third limit switch 15, which provides a signal indicating whether the counter-coupling is engaged or not. For this purpose, the duration of the signal indicating that the counter-coupling is not engaged with the central buffer coupling 1 is compared with an adjustable reference time.

[0139] The method for detecting the decoupling of the center buffer coupling is the procedure described above, in which the switching states of the third limit switch 15 are evaluated in the trigger module 16. In addition, the switching states of the limit switches 13, 14 of the actuator 6 can be used.

[0140] It is also possible to include switching states of one or more proximity switches 23, 23a, 23b on the front plate 1f of the coupling head 1c of the central buffer coupling 1 in relation to a distance of a front plate of a counter coupling.

[0141] For this purpose or for plausibility checks, the signals of the proximity switches 23, 23a, 23b, a contact loop of the electric coupling 25 and / or the sealing element 31 of the air coupling 30 can also be used.

[0142] The signal of the limit switch 28 or the signals of the limit switches 28' with respect to the angular position of the main bolt 3 can only be used to a limited extent and indicates whether the locking mechanism of the central buffer coupling 1 is open or not.

[0143] And in a fourth method step VS4, the actuator 6 is returned to its starting position if it has been clearly detected in the third method step VS3 that the counter-coupling was no longer engaged with the central buffer coupling 1 for longer than a defined period of time.

[0144] The period of time must be set long enough to distinguish between a clear removal of the second wagon and a brief back and forth movement - as described above.

[0145] The locking mechanism is then held open in a "ready-to-couple position" by the latch rod 4b until a new coupling process closes the locking mechanism again.

[0146] The central buffer coupling 1 interacts with a control system which is designed to carry out the method according to the invention.

[0147] The central buffer coupling 1 according to the invention enables the following advantages. A simple method for detecting uncoupling. Installation directly in or on the coupling head 1c of the central buffer coupling 1. Only minor modifications to an existing component of the central buffer coupling 1. Transmission of a direct signal to the local actuator control. Independence from the overall system and therefore independent of the manufacturer and its interfaces. Forms a separate system with actuator 6 in the central buffer coupling 1. Can be tested, maintained and replaced separately, i.e. without removing actuator 6. become.

[0148] The central buffer coupling according to the invention and the method according to the invention are applicable to rail vehicles in both freight transport and passenger transport.

[0149] The invention is not limited by the embodiment given above, but can be modified within the scope of the claims. Reference symbol list

[0150] 1 Center buffer coupling 1a Housing 1b Opening 1c Coupling head 1d Coupling neck 1e Coupling front 2 Hook disc 2a Swivel axle 2b Spring 2c Spring linkage 3 Main bolt 4 Drive section 4a Output section 5 Eyelet 6, 6 Actuator 6a Center axle 7, 7 Actuating element 7a Pressure head 7b Spindle nut 8 Contact point 9 Bearing 9a Bearing axle 10 Electric motor 10a Motor axle 10b Gearbox 11 Motor brake 12 Threaded spindle 13, 14 Limit switch 15 Limit switch 15a Actuator 16 Trigger module 16a Housing 16b Cover 16c Spring retainer 17 Trigger 17a Trigger axle 17b Axial locking device 17c Actuating section 18 Trigger plate 18a Contact surface 19 Compression spring 20 Switch lever 20a Lever axle 21 Compression spring 22 Angle connector 22a Anti-rotation device 23, 23a, 23b Proximity switch 24 Connecting unit 25 Electrical coupling 25a Signal connector 25b Power connector 26 Signal box 27 Vehicle control device 28, 28' Limit switch 28a Connector 28b Push-button element 29 Housing 30 Air coupling 31 Sealing element VS1, VS2, VS3, VS4Procedure step

Claims

1. A method for detecting a complete uncoupling process of a digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1, 1') with a housing (1a) and a hook disc (2) with a main bolt (3) connected thereto in a rotationally fixed manner, a drive section (4), an output section (4a) and with a ratchet rod (4b) coupled to the hook disc (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14) and with an actuating element (7) which interacts with the drive section (4) of the hook disc (2), a local actuator control associated with the actuator (6), and a trigger module (16) with at least one third limit switch (15) which interacts with the ratchet rod (4b), wherein the hook disc (2) is connected to the main bolt (3), the eyelet (5) and the Trigger module (16) form a locking mechanism,characterized by the method steps VS1 opening the locking mechanism of the central buffer coupling (1), wherein the hook disc (2) is adjusted by means of the actuator (6) from an initial position into an open position, and detecting the open position; VS2 preventing an unintentional re-coupling of the central buffer coupling (1) by maintaining a buffer position thus assumed by the hook disc (2) being held in the open position by the actuator (6); VS3 detecting a removal of an associated mating coupling of the central buffer coupling (1) from the central buffer coupling (1) by means of the trigger module (16); and VS4 detecting the complete uncoupling process of the central buffer coupling (1) from the associated mating coupling, if it has been clearly detected in the third method step VS3 that the time duration of the removal of the mating coupling from the central buffer coupling (1) is greater than a predeterminable reference value.

2. Method according to claim 1, characterized in that in the method step (VS1) opening the locking mechanism, detecting the open position of the hook disc (2), the switching states of the first and second limit switches (13, 14) of the actuator (6) are evaluated.

3. Method according to claim 1, characterized in that In the method step (VS1) of opening the locking mechanism, a pivot angle of the main bolt (3), which is connected to the hook disc (2) in a rotationally fixed manner, is additionally detected.

4. Method according to one of the preceding claims, characterized in that in the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), the switching states of the at least one third limit switch (15) of the trigger module (16) are evaluated.

5. Method according to claim 4, characterized in thatin the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), the switching states of the at least one third limit switch (15) of the trigger module (16) are forwarded as direct signals to the local actuator control.

6. Method according to one of the preceding claims, characterized in that in the method step (VS3) detecting a removal of a mating coupling of the central buffer coupling (1) to be assigned, switching states of one or more proximity switches (23, 23a, 23b) on a front plate (1f) of a coupling head (1c) of the central buffer coupling (1) are evaluated in relation to a distance of a front plate of the mating coupling to be assigned.

7. Method according to one of the preceding claims, characterized in thatin the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), a lifting movement and / or a spring force of a sealing element (31) of an air coupling (30) of the central buffer coupling (1) are detected.

8. Method according to one of the preceding claims, characterized in that in the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), detecting a decoupling via the electrical contacts on an electrical coupling (25) and further processing in a connection unit (24) and transmitting this information to the local actuator control in the central buffer coupling (1).

9. Method according to claim 9, characterized in thatin the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), a decoupling is detected via the electrical contacts on the electrical coupling (25) by means of a contact loop.

10. Method according to one of claims 3 to 9, characterized in that the swivel angle of the main bolt (3) is recorded using data from a higher-level system.

11. Method according to claim 10, characterized in that the pivoting angle of the main bolt (3) is detected by means of at least one limit switch (28, 28'), in particular as a scanning switch.

12. A digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1, 1') with a housing (1a) and a hook disc (2) with a main bolt (3) connected thereto in a rotationally fixed manner, a drive section (4), an output section (4a), and a ratchet rod (4b) coupled to the hook disc (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14), and an actuating element (7) which interacts with the drive section (4) of the hook disc (2), a local actuator control associated with the actuator (6), and a trigger module (16) with at least one third limit switch (15) which interacts with the ratchet rod (4b), wherein the hook disc (2) with the main bolt (3), the eyelet (5), and the trigger module (16) form a locking mechanism. characterized in thatthe trigger module (16) comprises a housing (16a) with a cover (16b), a trigger (17), a trigger plate (18), a compression spring (19) for the trigger (17), a switching lever (20) for actuating the at least one third limit switch (15), a compression spring (21) for the switching lever (20) and an electrical connection for the limit switch (15), wherein the trigger module (16) is designed to keep the latch rod (4b) engaged via a special contour on the trigger (17) and via the compression spring (21) and thus to hold the hook disc (2) after decoupling in order to enable readiness for re-coupling, wherein re-coupling by actuating the trigger plate (14) of the trigger (17) against the force of the compression spring (21) releases the engaged latch rod (4b) again.

13. Digital automatic coupling according to claim 12, characterized in thatthe switching lever (20) in the housing of the trigger module (16) mechanically interacts with an actuating section (17c) of the trigger (17) and controls the at least one third limit switch (15) in such a way that, depending on the position of the ratchet rod (4b) and thus of the hook disc (2), the latter outputs a signal, on the basis of which a control system detects the uncoupling of the central buffer coupling (1).

14. Digital automatic coupling according to claim 12 or 13, characterized in that the actuating portion (17c) of the trigger (17) is formed as a circumferential groove in the body of the trigger (17).

15. Digital automatic coupling according to one of claims 12 to 14, characterized in that the at least one third limit switch (15) in the trigger module (16) is designed with two separate outputs and opposing output signals.

16. Digital automatic coupling according to one of claims 12 to 15, characterized in thatDetection means for a pivot angle of the main pin (3) are arranged in the coupling, which provide data of the pivot angle of the main pin (3) for a higher-level system.

17. Digital automatic coupling according to claim 16, characterized in that the detection means for the pivoting angle of the main bolt (3) comprise at least one limit switch (28, 28'), in particular as a scanning switch.

18. Digital automatic coupling according to one of claims 12 to 17, characterized in that the main bolt (3) has a contour (3a) which interacts with one or more limit switches (28, 28') as a scanning switch for detecting a pivoting angle of the main bolt (3).

19. Digital automatic coupling according to one of claims 12 to 18, characterized in that the main bolt (3) cooperates with at least one rotation angle sensor for detecting the pivot angle of the main bolt (3).

20. Digital automatic coupling according to one of claims 12 to 19, characterized in that the central buffer coupling (1) cooperates with a control, in particular with a local drive control, which is designed to carry out the method according to one of claims 1 to 11.

21. Rail vehicle with at least one central buffer coupling (1) according to one of claims 12 to 20.

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