Automatic train coupling, track-guided vehicle comprising such an automatic train coupling, and method for decoupling two automatic train couplings which are coupled together

Abstract

The invention relates to an automatic train coupling (100, 100'), in particular for a freight car of a track-guided vehicle. The automatic train coupling (100, 100') has a coupling head (1, 1') with a coupling closure (3, 3') which has a lock, and the coupling closure (3, 3') is designed as a rotary lock with a coupling link (5, 5') and a core (6, 6') which can be rotated between a coupled position and a decoupled position. The train coupling (100, 100') according to the invention additionally has a decoupling device (11, 11') with an actuator (12, 12') which is operatively connected to the core (6, 6') and which is designed to act on the core (6, 6') upon demand in order to rotate the core (6, 6') from the coupled position into the decoupled position. The train coupling (100, 100') according to the invention has a sensor system (18, 18') which is designed to directly or indirectly detect a movement of the coupling closure (3, 3') and output a corresponding signal to a controller which actuates the actuator (12, 12') of the decoupling device (11, 11') on the basis of the signal output by the sensor system (18, 18').

Description

[0001] Voith Patent GmbH

[0002] AUTOMATIC TRAIN COUPLING, RAIL-GUIDED VEHICLE WITH SUCH AN AUTOMATIC TRAIN COUPLING, AND METHOD FOR UNCOUPLING TWO COUPLED AUTOMATIC TRAIN COUPLINGS

[0003] Description

[0004] The present invention relates generally to track-guided vehicles, and in particular to rail vehicles. More specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which incorporate automatic train couplings.

[0005] The document DE 29 23 195 C2 relates to a decoupling device for central buffer couplings on rail vehicles, the coupling lock of which consists of a rotatable disc hook with a hinged coupling eye and in which an electric motor is provided as the decoupling device, which controls the rotational movement of the disc hook via a worm gear.

[0006] The document DE 40 13 521 A1 relates to a coupling and uncoupling device for an electrical cable coupling and a mechanical central buffer coupling for rail vehicles, wherein the coupling and uncoupling device is drivable by means of a rotary drive which, via a gear mechanism, alternately moves the electrical cable coupling into the coupled front or uncoupled rear end position and is also provided for actuating an unlocking device of the central buffer coupling, and the cable coupling is arranged and guided on the central buffer coupling so as to be longitudinally displaceable in the direction of the coupling axis, and the gear mechanism has a shaft arranged perpendicular to the coupling axis, on which an actuating arm is fastened in a rotationally fixed manner,which engages in a guide rail of the cable coupling arranged perpendicular to the coupling axis and is intended as a direct drive link of the cable coupling and thus of a transmission chain in the arrangement of a reciprocating cross loop generally known from transmission theory.

[0007] The document DE 10 2019 101 996 A1 relates to a train coupling half with a rotary lock comprising a frog that is connected in a rotationally fixed manner to a main pin, is rotatable together with the main pin about a main pin longitudinal axis between a coupling position and an uncoupling position, and has a mouth for receiving a coupling eye of an opposing train coupling half. The rotary lock further comprises a coupling eye that is rotatably connected to the frog eccentrically to the main pin longitudinal axis and can be brought into coupling engagement with a mouth of a frog of the opposing train coupling half. Furthermore, a proximity sensor is provided that has an inductive pickup and a metallic transmitter connected to the main pin, wherein the inductive pickup is opposite the transmitter in the radial direction to the main pin longitudinal axis in order to detect a rotational position of the main pin in the direction of rotation.In particular, it is provided that the sensor extends along a predetermined angular range in the direction of rotation over the surface of the main bolt, from an initial region, which the inductive sensor is directly radially opposite with a receiving surface in the coupling position of the main bolt, to an end region, which the inductive sensor is directly radially opposite with its receiving surface in a predetermined deflection position rotated in the direction of the uncoupling position of the main bolt.

[0008] According to one aspect of the present invention, it relates to an automatic train coupling, in particular for a freight wagon of a rail vehicle, according to the preamble of independent patent claim 1.

[0009] In practice, automatic train couplings, such as those with the features of the preamble of independent patent claim 1, are generally known. Such automatic train couplings typically 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 being rotatable about a main axis between a coupled position and an uncoupled position.

[0010] The coupling eye is connected to the frog by a first end or end region, rotatably about a coupling eye axis, and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or a corresponding second end region of a coupling eye of a matching coupling head of a mating coupling.

[0011] 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.

[0012] The uncoupled position is also commonly referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved toward each other and coupled. If necessary, the coupling lock or its frog can also be rotated to a position that is over-extended compared to the ready-to-couple position, i.e., opened more than necessary. In this over-extended position, the spring-loaded mechanism is at its maximum tension.

[0013] This over-extended position also constitutes a ready-to-couple or uncouple position within the meaning of the present invention. Furthermore, such a ready-to-couple or uncouple position is also referred to as a standby position.

[0014] The locking mechanism, which holds the coupling lock in the appropriate position or releases it 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.

[0015] The plunger, in turn, is movable between a first position and a second position. In the first position, in which the plunger is moved against the spring force, the plunger locks the ratchet rod in the detent position. In the second position, in which the plunger is moved from the first position by the spring force, the plunger releases the ratchet rod from the detent position.

[0016] The function of such an automatic train coupling is as follows: two opposing coupling heads on two car bodies or 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 place by rotating the frog. This mechanically couples the two car bodies or vehicles.

[0017] The two dome closures are loaded exclusively by tensile forces, which are evenly distributed between both dome eyes within the parallelogram formed by the dome eyes and the frog pieces.

[0018] Compressive forces, on the other hand, are transmitted through a special profile on the front of the coupling head housing. This profile typically comprises, as is also advantageous in the present invention, a cone and a funnel enclosed by a wide, particularly flat, front surface. The profile can be formed by a separate front plate attached to the front of the coupling head housing. The profile, together with the cone or funnel, can form sliding and centering surfaces and, in particular, determine the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into each other.

[0019] When two rail vehicles or car bodies are moved 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, so that the pistons release the latching rods from their latching position. This releases the coupling locks and rotates 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 safety of the coupling lock.

[0020] 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 far that, when the vehicles or car bodies 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.

[0021] Uncoupling devices are available in various designs. For example, manually operated, mechanical uncoupling devices have levers, cables, and / or chain hoists that act on various types of latches and, when activated, release the latch position.

[0022] Automated uncoupling devices comprise, for example, a pneumatic cylinder or an electric motor, in particular a linear actuator, as a drive, which uncouples the train coupling.

[0023] For example, the document DE 29 23 195 C2 discloses a remotely operated uncoupling device for a central buffer coupling of a rail vehicle, in which an electric motor actuates a lever connected to the main bolt in a rotationally fixed manner via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0024] On the other hand, EP 3 470 295 A1 discloses an electric linear actuator that engages the main bolt via a lever. Since two coupling heads always work together during coupling and uncoupling, the train couplings are designed so that the coupling heads or coupling locks actuate each other alternately.

[0025] For example, if a coupling lock is released with a manual or automated uncoupling mechanism by rotating its frog against the force of the spring-loaded mechanism, this rotational movement is "automatically" transmitted to the opposite frog via the coupling eye articulated to the frog and the mouth of the opposite frog of the counter-coupling. Accordingly, the opposite frog of the counter-coupling transmits its rotational movement to its ratchet rod in such a way that the latter reaches its locking position.

[0026] The problem with the known train couplings is that, particularly in freight wagons, and especially in light vehicles / wagon bodies, where unavoidable play in the train coupling or in a coupling joint via which the train coupling is connected to the track-guided vehicle, in particular a rail vehicle, favors the fact that when the rotary movement is transferred from the actively operated coupling head to the passively operated coupling head, the coupling heads move apart, while the rotary movement of the frog pieces of the coupling heads to open the coupling locks is still taking place.In the case of known train couplings, this can lead to the situation that, in the worst case, the coupling heads can be mechanically separated from one another, but at least the passively operated coupling lock has not yet been locked in the coupling-ready position of its frog by means of its ratchet rod, but the frog moves back into the coupled position or remains in an intermediate position between the coupled position and the uncoupled position.

[0027] This hinders or at least makes subsequent coupling more difficult.

[0028] Based on this problem, the invention is based on the object of improving an automatic train coupling, as mentioned in particular in the preamble of independent patent claim 1, in such a way that it is ensured in a simple to implement but particularly effective manner that even with a passively operated coupling head, the corresponding frog is always locked in the locking position when the coupling head is released from the coupling head of a counter coupling.

[0029] This object is achieved according to the invention by the subject matter of independent patent claim 1, wherein advantageous developments of the automatic train coupling according to the invention are specified in dependent patent claims 2 to 10.

[0030] The object underlying the invention is further achieved by a method for uncoupling two coupled automatic train couplings according to the independent patent claim 13.

[0031] Accordingly, the invention relates in particular to an automatic train coupling of a track-guided vehicle, in particular for a freight wagon of a rail vehicle.

[0032] The train coupling according to the invention has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. Locking in this context 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.

[0033] 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.

[0034] The frog has a mouth which is arranged to receive a second end of a coupling eye of an opposite coupling head of a counter coupling.

[0035] The automatic train coupling according to the present invention further comprises a decoupling device, which has an actuator operatively connected to the frog and is designed to act on the frog as needed to rotate the frog from the coupled position to the uncoupled position. The solution according to the invention is characterized in particular in that the train coupling has a sensor system designed to detect a movement of the coupling lock relative to the coupling head housing and / or a position of the coupling lock that deviates from the position of the coupling lock in the coupled position of the frog, and to transmit a corresponding signal to an actuating device.

[0036] The control device is particularly designed to control the actuator of the decoupling device depending on the signal emitted by the sensor system.

[0037] The advantages achievable with the solution according to the invention are obvious: in particular, the train coupling according to the invention is suitable for operation in a passively actuated operating mode. In the passively actuated operating mode, it is not necessary for the train coupling or a control device of the train coupling to be supplied with an uncoupling command, in particular an external one, in order to initiate an uncoupling process.

[0038] Rather, the train coupling is suitable for automatically detecting, based on the operating states or movements or positions of the coupling lock of the train coupling detected by the sensors, whether a decoupling process is / has been initiated by a mating coupling coupled to the train coupling. As soon as the sensor system of the train coupling detects a corresponding movement of the coupling lock relative to the coupling head housing and / or a position of the coupling lock that deviates from the position of the coupling lock in the coupled position of the frog, the control device of the train coupling "knows" that a decoupling process has been initiated by the mating coupling and then initiates the necessary steps so that the train coupling that has not received the external uncoupling command moves into the uncoupled position.

[0039] According to preferred implementations of the solution according to the invention, it is provided in this context that the control device is designed to control the actuator of the uncoupling device of the train coupling when the sensor system detects that the coupling lock of the train coupling moves or has moved relative to the coupling head housing in such a way that, starting from the coupled position, the core of the train coupling or the coupling lock of the train coupling rotates or has rotated in the direction of the uncoupled position.

[0040] Alternatively, it is also conceivable that the sensor system is designed to transmit the signal initiating a control of the actuator of the uncoupling device to the control device when the sensor system detects that the coupling lock moves or has moved relative to the coupling head housing in such a way that, starting from the coupled position, the core of the coupling lock rotates or has rotated in the direction of the uncoupled position.

[0041] In particular, in a further development of the last-mentioned embodiment, it is provided that the control device of the train coupling is designed to control the actuator of the uncoupling device when the sensor system detects that the coupling lock moves or has moved relative to the coupling head housing in such a way that, starting from the coupled position, the frog rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position.

[0042] Alternatively, it is of course also conceivable that the sensor system is designed to transmit the signal initiating the activation of the actuator of the uncoupling device to the control device when the sensor system detects that the coupling lock has moved or moved relative to the coupling head housing in such a way that, starting from the coupled position, the frog rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position.

[0043] With these developments of the train coupling according to the invention, it is ensured that the control device only controls the actuator of the uncoupling device if the sensor system detects that an uncoupling process is actually initiated / has been initiated by the counter-coupling.

[0044] In this context, it is conceivable, for example, that the predetermined or definable angle of rotation - based on the rotational position of the frog when it is in the coupled position - is a rotation angle between 5° and 50° and preferably a rotation angle between 15° and 40° and even more preferably a rotation angle between 25° and 40°. According to preferred implementations of the train coupling according to the invention, it is provided that when the actuator of the uncoupling device is activated via the signal from the sensor system, the control device is designed to activate the actuator of the uncoupling device in such a way that the frog continues to rotate relative to the coupling head housing with the actuator until the frog is rotated into the uncoupled position.

[0045] In particular, if required, the uncoupling device of the train coupling according to the invention can be operated in an actively operated operating mode or in a passively operated operating mode.

[0046] In the actively operated operating mode of the uncoupling device, the control device is designed in particular to control the actuator of the uncoupling device after or upon receipt of a preferably external uncoupling command, which is input in particular via an interface, in such a way that the frog is rotated from the coupled position into the uncoupled position.

[0047] On the other hand, in the passively actuated operating mode of the uncoupling device, the control device is particularly designed to control the actuator of the uncoupling device, depending on a signal emitted by the sensor system and relating to a rotational position of the frog, in such a way that the frog is rotated further from the position detected by the sensor system into the uncoupled position. The rotational position of the frog is, in particular, a rotational position in which the frog is in an intermediate position between its coupled position and its uncoupled position.

[0048] According to implementations of the train coupling according to the invention, it is provided that the sensor system is designed to detect a rotational position of the frog, wherein the sensor system is designed in particular:

[0049] - to detect a first rotational position of the frog in which the frog is in the coupled position; to detect a second rotational position of the frog in which the frog is in the uncoupled position; and to detect a third rotational position of the frog in which the frog is in an intermediate position between the coupled position and the uncoupled position.

[0050] In this context in particular, it is conceivable that the sensor system is designed to directly or indirectly detect the movement or position of the dome closure and / or the position of the dome closure.

[0051] According to preferred implementations, it is particularly provided in this context that the sensor system comprises at least one proximity sensor with inductive pickup.

[0052] The proximity sensor makes it possible, for example, to detect a rotation of the main pin from its coupled position or into its coupled position. Since the respective crossing is connected to the main pin in a rotationally fixed manner, the functional status of the crossing or coupling eye is also known from the rotation position. During both the coupling process from the ready-to-couple position to the coupled position and the uncoupling process from the coupled position to the uncoupling position, the main pin and the crossing rotate, so to speak, from a zero position over a predetermined angular range (uncoupling process) or over the predetermined angular range to the zero position (coupling process), in order to assume either the uncoupled position or the coupled position. During these processes, the proximity sensor can detect whether the coupling lock is still or already in the coupled position.

[0053] According to the invention, the proximity sensor can also detect whether the coupling lock is in an intermediate position between the coupling position and the uncoupling position.

[0054] In conventional train coupling halves, a sensor that cooperates with the inductive pickup of a proximity sensor is usually formed by a standard screw screwed radially into the main bolt. The position of the screw head is detected by a comparatively large inductive pickup, i.e., by an inductive pickup with a comparatively large pickup surface. In other words, the sensor technology used in the solution according to the invention can already be structurally equivalent to the sensor technology typically used in train couplings to detect whether the train coupling is in the coupled or uncoupled state.

[0055] According to the invention, the commonly used sensor system can thus continue to be used to detect intermediate positions between the coupled and uncoupled positions of the coupling lock, which in turn initiates the actuator of the uncoupling device of the train coupling to become active when the train coupling is operated in a passively actuated operating mode.

[0056] As an alternative to the previously mentioned embodiment, it is of course also conceivable to use a different sensor technology, such as in particular the sensor technology described in the document DE 10 2019 101 996 A1.

[0057] With regard to the actuator of the uncoupling device, according to implementations of the train coupling according to the invention, it is particularly provided that the actuator of the uncoupling device is an electrically, hydraulically or pneumatically actuated actuator, which is preferably connected at least indirectly to the frog via a drive connection in order to rotate the frog from the coupled position into the uncoupled position or from an intermediate position between the coupled position and the uncoupled position into the uncoupled position.

[0058] In this context, it is preferably provided that the decoupling device and in particular the actuator of the decoupling device is arranged either entirely within the coupling head housing or entirely within the coupling head housing and a coupling rod adjoining the coupling head housing. In other words, it is particularly preferred that the decoupling device and in particular the actuator of the decoupling device is accommodated in a space that is either enclosed solely by the coupling head housing or that is enclosed by the coupling head housing together with a corresponding area of ​​the coupling rod. This measure eliminates the need for additional housings for the decoupling device or for the actuator of the decoupling device, and at the same time ensures good protection of the decoupling device or the actuator of the decoupling device against environmental influences.Furthermore, no installation space needs to be provided for the decoupling device or for the actuator of the decoupling device outside the coupling head housing and, if applicable, the corresponding part of the coupling rod.

[0059] The invention further relates to a track-guided vehicle, in particular a rail vehicle, with an automatic train coupling according to the type according to the invention described above.

[0060] Furthermore, the invention relates to an arrangement with a first traction coupling of the type according to the invention described above and a second traction coupling serving as a counter-coupling according to the type according to the invention described above, wherein the uncoupling device of the first traction coupling is operated in an actively operated operating mode and the uncoupling device of the second traction coupling is operated in a passively operated operating mode.

[0061] In other words, the first train coupling is operated in an actively actuated operating mode of the uncoupling device, in which the control device is designed, after or upon receipt of a preferably external uncoupling command, which is input in particular via an interface, to control the actuator of the uncoupling device in such a way that the frog is rotated from the coupled position into the uncoupled position.

[0062] On the other hand, the second train coupling of the arrangement is operated in a passively actuated operating mode of the uncoupling device, wherein the control device of the second train coupling is designed to control the actuator of the uncoupling device as a function of a signal emitted by the sensor system and relating to a rotational position of the frog such that the frog is rotated further from the position detected by the sensor system into the uncoupled position. The rotational position of the frog is in particular a rotational position in which the frog is in an intermediate position between its coupled position and its uncoupled position. The object underlying the invention is further achieved by a method according to the independent patent claim 13.

[0063] The method according to the invention is a method for uncoupling two automatic train couplings coupled to each other, the method comprising in particular the following method steps:

[0064] In a first method step, an uncoupling command, in particular an external uncoupling command, is input via an interface of a control device of a uncoupling device of a first of the two coupled train couplings.

[0065] In a second method step, after or upon receipt of the in particular external uncoupling command, the control device of the first train coupling controls an actuator of the uncoupling device of the first train coupling in such a way that a coupling lock of the first train coupling, which is operatively connected thereto, is transferred from its coupled position to its uncoupled position by means of the actuator.

[0066] When the coupling lock of the first train coupling is moved from its coupled position to its uncoupled position, the coupling lock of the first train coupling moves a coupling lock of the second train coupling from its coupled position to an intermediate position between the coupled position and the uncoupled position of the coupling lock of the second train coupling.

[0067] In a third method step, the movement of the coupling lock into the intermediate position or the intermediate position of the coupling lock of the second coupling is detected with the aid of a sensor system of the second coupling and this is reported or signaled accordingly to a control device of a decoupling device of the second coupling.

[0068] After or upon receipt of the report or signaling of the movement of the coupling lock of the second train coupling or the intermediate position of the coupling lock of the second train coupling, in a fourth method step the control device of the second train coupling controls an actuator of the uncoupling device of the second train coupling such that the coupling lock of the second train coupling is moved into the uncoupled position. The coupling head housing of the automatic train coupling has a special profile, particularly on the front side. The profile is formed by a cone and a funnel. The cone and funnel are enclosed by a wide, flat front surface or one provided with open-edged recesses on the front surface forming recessed surface areas.In the latter case, one or more surface areas are provided on the end face, which interact with an end face of a counter-coupling to introduce forces.

[0069] An exemplary embodiment of the train coupling according to the invention is described in more detail below with reference to the accompanying drawings.

[0070] They show:

[0071] FIG. 1 schematically shows an arrangement with two automatic train couplings according to an exemplary embodiment of the present invention, wherein the two train couplings are coupled to one another;

[0072] FIG. 2 schematically shows the arrangement according to FIG. 1, wherein the left-hand traction coupling is operated in an actively actuated operating mode and the right-hand traction coupling is operated in a passively actuated operating mode, in a state in which the left-hand traction coupling has been actively transferred to its uncoupled position;

[0073] FIG. 3 shows the arrangement according to FIG. 2 after the mechanical separation of the two train couplings; and

[0074] FIG. 4 shows the arrangement according to FIG. 3, in a state in which the right-hand traction coupling has moved into the uncoupled position.

[0075] Freight wagons or passenger cars connected by two automatic train couplers, such as CargoFlex®, or other Scharfenberg® couplers, can be uncoupled manually, hydraulically, pneumatically, or electrically. Due to the geometry of the Scharfenberg® coupler lock, it is usually sufficient to uncouple only one of a coupled pair of couplers. The lock of the counter-coupler is also moved in the uncoupling direction via the system-specific kinematics.

[0076] With a so-called two-position locking mechanism, there are two locking positions in which the locking mechanism can be located without any external intervention: the engaged position and the ready-to-engage position. Moving the locking mechanism beyond the ready-to-engage position, e.g., by a manual uncoupling mechanism or an automatic actuator, always returns the locking mechanism to the ready-to-engage position after releasing or resetting this mechanism.

[0077] Once this position has been reached at both couplings of a coupling point, a new coupling process can be performed with little effort and at a very low speed. If only one coupling is in the ready-to-couple position, the coupling can still be coupled, but this requires a higher speed and results in greater wear on the locking mechanism. If two couplings that are both in the coupled position meet, coupling is no longer possible.

[0078] Reaching the coupling-ready position for both couplings during the uncoupling process is therefore of great importance. To ensure this, a high uncoupling speed is necessary, or the wagons must be braked and stationary on the track to prevent the counter-coupling from slipping.

[0079] If this is not the case, the counter-coupling mechanism can slip during the uncoupling process, and its lock can no longer engage in the ready-to-couple position. However, if the coupling mechanism is operated simultaneously on both couplings, the ready-to-couple position is always reached. Therefore, when pneumatically uncoupling passenger trains, both couplings are always uncoupled using pneumatic cylinders. The compressed air is transferred from the actuated side to the counter-coupling mechanism via a separate air line. Thus, a single-sided initiation is sufficient to also actuate the counter-coupling cylinder.

[0080] If the decoupling drive is electric, an electric

[0081] The control line can be transmitted to the negative feedback. This could be achieved, for example, by two cables connected to an electrical contact coupling. If there is no electrical contact coupling or no contacts of such an electrical contact coupling are available, radio transmission is also a suitable option. However, radio transmissions are critical because they can be easily manipulated from the outside, thus triggering unwanted decoupling processes.

[0082] The invention, as described in more detail below with reference to the accompanying drawings, relates in particular to a mechanism that, without any additional connection, be it pneumatic, hydraulic, mechanical, or electrical, reliably moves the counter-coupling into the coupling-ready position via the actuator installed there. This is achieved by a sensor system that detects the movement of the coupling lock.

[0083] Such a sensor is usually installed anyway to detect the coupling status—engaged or unengaged. The system then works as follows.

[0084] 1. Initiate the uncoupling process on one side using the actuator installed there (electric, pneumatic, hydraulic, mechanical). This inevitably also moves the lock of the counter-coupling in the uncoupling direction. The two couplings remain together, even under tensile load, until the coupling eye can slide out of the frog's mouth. This is reliably achieved for the first 30-40° of the lock rotation.

[0085] 2. The counter-coupling detects this movement via the sensor and starts - via a control system - its own decoupling actuator, which then also brings this coupling into the ready-to-couple position.

[0086] The sensor can be, for example, a proximity sensor or a rotary encoder. It is completely irrelevant whether the couplings move apart or remain together during the uncoupling process. The speed of the uncoupling process is also irrelevant for the safe uncoupling of both couplings into the ready-to-connect position.

[0087] The major advantage of the system is that only components that are already installed are required. An additional connection between the couplings, be it electrical, pneumatic, mechanical, or hydraulic, is not necessary. For example, FIG. 1 schematically shows an arrangement consisting of two traction couplings 100, 100', each according to an exemplary embodiment of the invention. The two traction couplings 100, 100' of the arrangement shown are – at least essentially – structurally identical to one another.

[0088] The individual components of the train couplings 100, 100', which are structurally and / or functionally identical or at least have the same effect, are provided with the same reference number below, although the components of the train coupling 100' shown on the right-hand side, which represents the counter-coupling with respect to the train coupling 100 shown on the left-hand side, the reference numbers of the corresponding components are provided with an apostrophe.

[0089] In the state shown in FIG. 1, the two train couplings 100, 100' are coupled together. This means in detail that in the interconnected, coupled position of the train couplings 100, 100', the respective coupling locks 3, 3' or their frogs 6, 6' are each in their coupled position.

[0090] In particular, each automatic train coupling 100, 100' of the arrangement shown in FIG. 1 has a coupling head 1, 1', which in each case comprises a coupling head housing 2, 2' and the coupling closure 3, 3'.

[0091] As can be seen in particular from the illustration in FIG. 4, which shows the two train couplings 100, 100' in the uncoupled state, the coupling head housing 2, 2' of each train coupling 100, 100' of the arrangement has a profile on the front. The profile is formed by a cone 21, 21' and a funnel. The cone 21, 21' and funnel are each enclosed by a wide, flat end face 23, 23' for interaction with the end face of a corresponding mating coupling. The end face 23, 23' can be formed by an end plate detachably connected to the coupling head housing 2, 2' or by an end plate formed integrally therewith.

[0092] The coupling lock 3, 3' of each train coupling 100, 100' is designed as a rotary lock, with the frog 6, 6', to which a coupling eye 5, 5' is connected so that it can rotate about a coupling eye axis 8, 8'. The frog 6, 6', in turn, is rotatable about the main axis 7, 7'. For this purpose, the frog 6, 6' of each train coupling 100, 100' is mounted on a main bolt 19, 19' and connected to it in a rotationally fixed manner.

[0093] A manual operating device (not shown in the drawings) can engage the main bolt 19, 19' in order to manually uncouple the coupling lock 3, 3' of the corresponding train coupling 100, 100'.

[0094] On the other hand, an actuator of a valve of a compressed air line, in particular a brake air line, which is also not shown in detail, can be controlled via the main bolt 19, 19' of each traction coupling 100, 100, so that when the coupling lock 3, 3' is turned into the coupled position, the valve is opened and when the coupling lock 3, 3' is turned into the uncoupled position, the valve is closed.

[0095] The coupling eye 5, 5' of each train coupling 100, 100' has a first end 5.1, 5.1', ​​at which it is rotatably connected to the frog 6, 6' of the corresponding train coupling 100, 100', and an opposite second end 5.2, 5.2', which can be clamped into a mouth 9', 9 of the frog 6', 6 of an opposing coupling head 1', 1 in order to mechanically lock the two coupling heads 1, 1' together. Accordingly, the coupling eye 5, 5' of each train coupling 100, 100' has a crossbar at its second end 5.2, 5.2', not shown in detail in the drawings.

[0096] The frog 6, 6' of each coupling head 1, 1' can be rotated from the uncoupled position into the coupled position against the force of a spring accumulator 4, 4', which is formed, for example, by one or more tension springs.

[0097] FIG. 4 shows an uncoupled position of the coupling heads 1, 1' and the coupling locks 3, 3', respectively. Such an uncoupled position, which is also referred to as the ready-to-couple position, can also be the overdrawn position mentioned above.

[0098] If two coupling heads 1, 1' are moved towards each other in the uncoupled position of the coupling lock or the frogs 6, 6' shown in FIG. 4, the cones 21, 21' dip into the funnels and unlock the locking of the corresponding coupling lock 3, 3', for example by the cones 21, 21' pressing on the plungers 26, 26' of the locking device and in the process releasing a locking connection, for example of the ratchet rods 27, 27', so that the frogs 6, 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, 4'. The coupling eyes 5, 5' guided in the funnels engage in the frog mouths 9, 9' and the two coupling locks 3, 3' are hooked into each other.

[0099] The coupling locks 3, 3' of the draw couplings 100, 100' are loaded exclusively by tensile forces, whereas the compressive forces are transmitted via the end faces 23, 23' of the end plate.

[0100] Preferably, all components of the coupling lock 3, 3' of each traction coupling 100, 100' are accommodated within the corresponding coupling head housing 2, 2' and a coupling rod 10, 10' is connected to the coupling head housing 2, 2' in the longitudinal direction of the traction coupling, which in addition to the coupling head housing 2, 2' accommodates or can accommodate a part of the uncoupling device 11, 11' in the form of an electrically operated uncoupling device, here the electromotive actuator 12, 12'.

[0101] The function of the electrically operated uncoupling device 11, 11' will be described below with reference to the traction coupling 100 shown on the left side in FIG. 1 and FIG. 2.

[0102] In FIG. 1, the frog 6, 6' of the two train couplings 100, 100' is shown in the coupled position.

[0103] In order to rotate the frog 6 into the uncoupled position with the aid of the uncoupling device 11 of the train coupling 100 shown on the left side (operated in the actively operated operating mode), a linear output of the actuator 12 of the uncoupling device 11 engages the frog 6 and rotates it into the uncoupled position about the main axis 7, as a result of which the coupling lock 3 of the train coupling 100 shown on the left side (operated in the actively operated operating mode) is moved / transferred into its uncoupled state. When moving from the coupling position to the uncoupled position, the frog 6 of the train coupling 100 operated in the actively operated operating mode is rotated clockwise against the force of the spring accumulator 4 until the coupling eyes 5, 5' of both train couplings 100, 100' slide out of the corresponding mouths 9, 9' of the frogs 6, 6' of the corresponding train couplings 100, 100' (see FIG. 2).

[0104] Subsequently, at least the frog 6 of the traction coupling 100 actuated in the actively actuated operating mode is again rotated counterclockwise by the force of the spring accumulator 4 of the traction coupling 100 actuated in the actively actuated operating mode until - at least with regard to the traction coupling 100 actuated in the actively actuated operating mode - the coupling-ready position is reached.

[0105] As already explained, in the arrangement shown in the drawings, only the left-hand train coupling 100 is actively operated during the uncoupling process. In other words, only the left-hand train coupling 100 is the actuator 12 of the uncoupling device 11 activated to rotate the corresponding frog 6 of the train coupling 100 clockwise. During this process, however, the frog 6' of the counter-coupling 100' is also rotated clockwise, so that ultimately the coupling eyes 6, 6' of both train couplings slide out of the corresponding mouths 9, 9'.

[0106] However, the active actuation of the uncoupling device 11 of the left-hand traction coupling 100, ie the traction coupling 100 actuated in the actively actuated operating mode, does not cause the passively actuated traction coupling 100', ie the right-hand traction coupling 100' in the drawings, to be safely transferred into the uncoupled state.

[0107] To achieve this, the actuator 12' of the uncoupling device 11' of the right-hand train coupling 100' is activated in order to also move the frog 6' of the right-hand train coupling 100' into the uncoupled position.

[0108] In detail, each of the two train couplings 100, 100' has a corresponding sensor system 18, 18', which is each designed to detect a movement of the coupling lock 3, 3' of the corresponding train coupling 100, 100' relative to the coupling head housing 2, 2' of the corresponding train coupling 100, 100' or a position of the coupling lock 3, 3' of the corresponding train coupling 100, 100' that deviates from the position of the coupling lock 3, 3' in the coupled position of the frog 6, 6'.

[0109] This is signaled to a control device of the train coupling 100', which is operated in particular in the passively operated operating mode, wherein the control device accordingly controls the actuator 12' of the uncoupling device 11' of the train coupling 100' operated in the passively operated operating mode depending on the signal emitted by the sensor system 18, 18'.

[0110] The sensor system 18, 18' is designed to transmit the signal initiating control of the actuator 12, 12' of the uncoupling device 11, 11' to the control device when the sensor system 18, 18' detects that the coupling lock 3, 3', and in particular the coupling lock 3' of the train coupling 100' operated in the passively operated operating mode, moves or has moved relative to the coupling head housing 2, 2', in particular of the corresponding train coupling 100, 100', in such a way that, starting from the coupled position (cf. FIG. 1), the frog 6, 6' of the train coupling 100 operated in the actively operated operating mode and / or the train coupling 100' operated in the passively operated operating mode rotates or has rotated in the direction of the uncoupled position.

[0111] In particular, the sensor system 18, 18' is designed to transmit the signal initiating control of the actuator 12, 12' of the uncoupling device 11, 11' to the control device when the sensor system 18, 18' detects that the coupling lock 3' of the train coupling 100' operated in the passively actuated operating mode and / or the coupling lock 3 of the train coupling 100 operated in the actively actuated operating mode has moved or has moved relative to the coupling head housing 2, 2' of the corresponding train coupling 100, 100' in such a way that, starting from the coupled position, the frog 6, 6' rotates or has rotated by a predetermined or definable angle of rotation, for example of 30° to 40°, in the direction of the uncoupled position.

[0112] As shown in FIG. 3 and FIG. 4, when the actuator 12' of the uncoupling device 11' of the train coupling 100' operated in the passively actuated operating mode is activated via the signal from the sensor system 18', the control device is designed to activate the actuator 12' of the uncoupling device 11' of the train coupling 100' operated in the passively actuated operating mode in such a way that the frog 6' of the train coupling 100' operated in the passively actuated operating mode is rotated further relative to the coupling head housing 2' by means of the actuator 12' until the frog 6' is finally rotated into the uncoupled position.

[0113] The sensor system 18' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode is designed in particular to detect a rotational position of the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode.

[0114] Preferably, the sensor system 18, 18' is designed to detect a first rotational position of the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode, in which the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode is in the coupled position, to detect a second rotational position of the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode, in which the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode is in the uncoupled position, and a third rotational position of the Heartpiece 6,6' of the train coupling 100' operated in the passively operated operating mode and / or the train coupling 100 operated in the actively operated operating mode, in which the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode and / or the train coupling 100 operated in the actively operated operating mode is in an intermediate position between the coupled position and the uncoupled position.

[0115] The sensor system 18, 18' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode is in particular designed to directly or indirectly detect the movement of the coupling lock 3, 3' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode and / or the position of the coupling lock 3, 3' of the train coupling 100' operated in the passively operated operating mode and / or of the train coupling 100 operated in the actively operated operating mode.

[0116] For this purpose, the sensor system 18, 18' preferably comprises a proximity sensor with an inductive pickup. Of course, other embodiments are also possible.

[0117] Preferably, each train coupling 100, 100' used in the arrangement shown in the drawings is operable either in an actively operated mode of operation or in a passively operated mode of operation.

[0118] In the actively operated operating mode of the train coupling 100, 100', the control device assigned to the corresponding uncoupling device 11, 11' is designed, after or upon receipt of a preferably external uncoupling command, which is input in particular via an interface, to control the actuator 12, 12' of the corresponding uncoupling device 11, 11' in such a way that the frog 6, 6' of the train coupling 100 operated in the actively operated operating mode is rotated from the coupled position into the uncoupled position.

[0119] In the passively operated operating mode of the uncoupling device 11, 11' of the corresponding train coupling 100, 100', however, the control device is designed to control the actuator 12, 12' of the corresponding uncoupling device 11, 11' depending on a signal emitted by the sensor system 18, 18' and relating to a rotational position of the frog 6, 6' in such a way that the frog 6, 6' of the train coupling 100' operated in the passively operated operating mode is rotated further from the position detected by the sensor system 18, 18' into the uncoupled position.

[0120] With the arrangement shown in the drawings, the uncoupling process takes place as follows:

[0121] A decoupling command, in particular an external one, is input via an interface of a control device of a decoupling device 11 of the left (actively operated) train coupling 100. After or upon receipt of the decoupling command, in particular an external one, the control device of the left train coupling 100 controls the actuator 12 of the decoupling device 11 of the left train coupling 100 such that the actuator 12 moves a coupling lock 3 of the left train coupling 100 connected thereto from its coupled position to its uncoupled position.

[0122] When the coupling lock 3 of the left-hand coupling 100 is transferred from its coupled position to its uncoupled position, the coupling lock 3 of the left-hand coupling 100 moves the coupling lock 3' of the right-hand coupling 100' from its coupled position to an intermediate position between the coupled position and the uncoupled position of the coupling lock 3' of the right-hand coupling 100'.

[0123] With the aid of the sensor system 18' of the right-hand train coupling 100', the movement of the coupling lock 3' into the intermediate position or the intermediate position of the coupling lock 3' of the right-hand train coupling 100' is detected and reported or signaled to a control device of a decoupling device 11' of the right-hand train coupling 100'.

[0124] After or upon receipt of the report or the signaling of the movement of the coupling lock 3' of the right-hand train coupling 100' or the intermediate position of the coupling lock 3' of the right-hand train coupling 100', the control device of the right-hand train coupling 100' controls the actuator 12' of the uncoupling device 11' of the right-hand train coupling 100' such that the coupling lock 3' of the right-hand train coupling 100' is also moved into the uncoupled position.

[0125] When a coupling connection (coupling-counter-coupling) is uncoupled, triggered by the actuator of the uncoupling device of a coupling, the actuator of the counter-coupling is automatically activated to uncouple. Uncoupling of the actively operated train coupling is triggered, for example, by pressing a button on the car body, by remote activation via radio, Wi-Fi, etc.

[0126] The actuator of the decoupling device of the passively operated counter-coupling is actuated upon detection of a variable / signal that at least indirectly describes a movement of the coupling lock of one of the coupled couplings.

[0127] It is conceivable that the movement / rotation of the coupling lock of the coupling or the mating coupling is detected directly. Alternatively, it is also conceivable that the movement / rotation of the coupling lock of the coupling or the mating coupling is detected indirectly via a movement of the coupling eye of the coupling or the mating coupling.

[0128] The invention is not limited to the embodiments shown in the drawings, but results from a combination of all features disclosed herein.

[0129] Reference symbols list , 1' coupling head , 2' coupling head housing , 3' coupling lock , 4' spring accumulator , 5' coupling eye .1, 5.1' first end .2, 5.2' second end , 6' frog , 7' main axis , 8' coupling eye axis , 9' jaw 0, 10' coupling rod 1, 11' uncoupling device 2, 12' actuator 8, 18' sensor 9, 19' main bolt 1, 21' cone 3, 23' end face 00, 100' traction coupling

Claims

Claims: Automatic train coupling (100, 100'), in particular for a freight wagon of a track-guided vehicle, especially a rail vehicle, wherein the automatic train coupling (100, 100') comprises: a coupling head (1, 1') comprising a coupling head housing (2, 2') and a coupling lock (3, 3') with a locking mechanism, wherein the coupling lock (3, 3') is designed as a rotary lock with a coupling eye (5, 5') and a frog (6, 6'), wherein the frog (6, 6') is rotatable about a principal axis (7, 7') between a coupled position and an uncoupled position, wherein the coupling eye (5, 5') is rotatably connected to the frog (6, 6') at a first end (5.1, 5.1') about a coupling eye axis (8, 8') and has a free end, and wherein the frog (6, 6') has a mouth (9, 9') which is designed to receive a second end (5.2', 5.2) a coupling eye (5', 5) of a counter-coupling head (1', 1) of a negative feedback is arranged; and a decoupling device (11, 11') which has an actuator (12, 12') operatively connected to the frog (6, 6') and is designed to act on the frog (6, 6') as required in order to decouple the frog. (6, 6') from the coupled position to the uncoupled position, characterized in that the coupling (100, 100') has a sensor (18, 18') which is configured to detect directly or indirectly a movement of the coupling lock (3, 3') relative to the coupling head housing (2, 2') and / or a position of the coupling lock (3, 3') which in particular deviates from the position of the coupling lock (3, 3') in the coupled position of the frog (6, 6') and to send a corresponding signal to a control device, wherein the control device is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') depending on the signal sent by the sensor (18, 18').Automatic coupling (100, 100') according to claim 1, wherein the control device is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') when the sensor (18, 18') detects that the coupling lock (3, 3') moves or has moved relative to the coupling head housing (2, 2') such that, starting from the coupled position, the frog (6, 6') rotates or has rotated in the direction of the uncoupled position; or wherein the sensor (18, 18') is configured to transmit the signal initiating control of the actuator (12, 12') of the uncoupling device (11, 11') to the control device when the sensor (18, 18') detects that the coupling lock (3, 3') moves or has moved relative to the coupling head housing (2, 2') in such a way that, starting from the coupled position, the frog (6, 6') rotates or has rotated in the direction of the uncoupled position.Automatic coupling (100, 100') according to claim 1 or 2, wherein the control device is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') when the sensor (18, 18') detects that the coupling lock (3, 3') moves or has moved relative to the coupling head housing (2, 2') such that, starting from the coupled position, the frog (6, 6') rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position; or. wherein the sensor system (18, 18') is configured to transmit the signal initiating control of the actuator (12, 12') of the uncoupling device (11, 11') to the control device when the sensor system (18, 18') detects that the coupling lock (3, 3') moves or has moved relative to the coupling head housing (2, 2') in such a way that, starting from the coupled position, the frog (6, 6') rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position. Automatic train coupling (100, 100') according to claim 3, wherein the predetermined or definable angle of rotation - with reference to the rotational position of the frog (6, 6') when it is in the coupled position - is an angle of rotation between 5° to 50° and preferably an angle of rotation between 15° to 40° and more preferably an angle of rotation between 25° to 40°.Automatic train coupling (100, 100') according to one of claims 1 to 4, wherein, in the case of an actuation of the actuator (12, 12') of the uncoupling device (11, 11') initiated via the signal of the sensor (18, 18'), the control device is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') in such a way that the frog (6, 6') is rotated further relative to the coupling head housing (2, 2') with the actuator (12, 12') until the frog (6, 6') is rotated into the uncoupled position.Automatic train coupling (100, 100') according to one of claims 1 to 5, wherein the uncoupling device (11, 11') can be operated, in particular as required, in an actively actuated operating mode or in a passively actuated operating mode, wherein in the actively actuated operating mode of the uncoupling device (11, 11') the control device is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') after or upon receipt of an uncoupling command, preferably external and in particular via an interface of the control device, such that the frog (6, 6') is rotated from the coupled position to the uncoupled position, and wherein in the passively actuated operating mode of the uncoupling device (11, 11') the control device. is designed to control the actuator (12, 12') of the uncoupling device (11, 11') depending on a signal emitted by the sensor (18, 18') relating to a rotational position of the frog (6, 6') such that the frog (6, 6') is rotated further from the position detected by the sensor (18, 18') into the uncoupled position, wherein the rotational position of the frog (6, 6') is in particular a rotational position in which the frog (6, 6') is in an intermediate position between its coupled position and its uncoupled position.Automatic train coupling (100, 100') according to one of claims 1 to 6, wherein the sensor (18, 18') is configured to detect a rotational position of the frog (6, 6'), wherein the sensor (18, 18') is in particular configured to: detect a first rotational position of the frog (6, 6') in which the frog (6, 6') is in the coupled position; detect a second rotational position of the frog (6, 6') in which the frog (6, 6') is in the uncoupled position; and detect a third rotational position of the frog (6, 6') in which the frog (6, 6') is in an intermediate position between the coupled position and the uncoupled position. Automatic coupling (100, 100') according to one of claims 1 to 7, wherein the sensor (18, 18') is designed to detect directly or indirectly the movement of the coupling lock (3, 3') and / or the position of the coupling lock (3, 3').Automatic train coupling (100, 100') according to any one of claims 1 to 8, wherein the sensor system (18, 18') comprises at least one proximity sensor with an inductive transducer. Automatic train coupling (100, 100') according to any one of claims 1 to 9, wherein the actuator (12, 12') of the uncoupling device (11, 11') is an electrically, hydraulically, or pneumatically actuated actuator (12, 12'), which is preferably connected at least indirectly to the frog (6, 6') via a drive connection in order to move the frog (6, 6') as required from the coupled position to the uncoupled position or from an intermediate position between the coupled and uncoupled positions. to rotate into the uncoupled position, wherein preferably the uncoupling device (11, 11') and in particular the actuator (12, 12') of the uncoupling device (11, 11') is arranged either completely within the coupling head housing (2, 2') or completely within the coupling head housing (2, 2') and a coupling rod adjoining the coupling head housing (2, 2'). A track-guided vehicle, in particular a rail vehicle, with an automatic coupling device (100, 100') according to any one of claims 1 to 10. An arrangement comprising a first coupling device (100, 100') according to any one of claims 1 to 10 and a second coupling device (100, 100') serving as a counter coupling according to any one of claims 1 to 10, wherein the uncoupling device (11, 11') of the first coupling device (100, 100') is operated in an actively actuated operating mode and the uncoupling device (11, 11') of the second coupling device (100, 100') is operated in a passively actuated operating mode.wherein in the actively operated mode of the uncoupling device (11, 11') of the first coupling (100, 100') the control device of the first coupling (100, 100') is configured to actuate the actuator (12, 12') of the uncoupling device (11, 11') of the first coupling (100, 100') upon or after receiving an uncoupling command, preferably external and especially via an interface, such that the frog (6, 6') of the coupling lock (3, 3') of the first coupling (100, 100') is rotated from the coupled position to the uncoupled position, and wherein in the passively operated mode of the uncoupling device (11, 11') of the second coupling (100, 100') the control device of the second coupling (100, 100') is configured depending on a sensor (18, 18') of the second coupling (100, 100') emitted and a rotational position of the frog (6, 6') of the coupling lock (3, 3') of the second coupling (100,100') the signal relating to the actuator (12, 12') of the uncoupling device (11, 11') of the second train coupling (100, 100') is controlled in such a way that the frog (6, 6') of the coupling lock (3, 3') of the second train coupling (100, 100') is rotated further from the position detected by the sensor (18, 18') into the uncoupled position. Method for uncoupling two coupled automatic train couplings, in particular automatic train couplings according to any one of claims 1 to 10, wherein the method comprises the following steps: an uncoupling command, in particular an external one, is input via an interface of a control unit of an uncoupling device (11, 11') of a first of the two coupled train couplings; after or upon receipt of the uncoupling command, in particular an external one, the control unit of the first train coupling (100, 100') controls an actuator (12, 12') of the uncoupling device (11, 11') of the first train coupling (100, 100') such that the actuator (12, 12') moves a coupling lock (3, 3') of the first train coupling (100, 100') operatively connected thereto from its coupled position to its uncoupled position;When the coupling lock (3, 3') of the first train coupling (100, 100') is moved from its coupled position to its uncoupled position, the coupling lock (3, 3') of the first train coupling (100, 100') moves a coupling lock (3, 3') of the second train coupling (100, 100') from its coupled position to an intermediate position between the coupled position and the uncoupled position of the coupling lock (3, 3') of the second train coupling (100, 100'); With the aid of a sensor system (18, 18') of the second coupling (100, 100') the movement of the coupling lock (3, 3') into the intermediate position or the intermediate position of the coupling lock (3, 3') of the second coupling (100, 100') is detected and reported or signaled to a control unit of an uncoupling device (11, 11') of the second coupling (100, 100');and after or upon receipt of the report or signaling of the movement of the coupling lock (3, 3') of the second train coupling (100, 100') or the intermediate position of the coupling lock (3, 3') of the second train coupling (100, 100'), the control unit of the second train coupling (100, 100') controls an actuator (12, 12') of the uncoupling device (11, 11') of the second train coupling (100, 100') such that the coupling lock (3, 3') of the second train coupling (100, 100') is moved into the uncoupled position.

Images