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] The present invention relates generally to track-guided vehicles and in particular to rail vehicles. Specifically, the invention relates to coupling arrangements for track-guided vehicles, in particular rail vehicles, which include automatic train couplings.

[0002] The publication DE 29 23 195 C2 relates to an uncoupling device for central buffer couplings on rail vehicles, the coupling closure of which consists of a rotatable disc hook with an attached coupling eye and in which an electric motor is provided as the uncoupling device, which controls the rotary movement of the disc hook via a worm gear.

[0003] The German patent application DE 40 13 521 A1 relates to a coupling and uncoupling device for an electrical cable coupling and a mechanical center buffer coupling for rail vehicles, wherein the coupling and uncoupling device can be driven by means of a rotary drive which, via a gearbox, alternately moves the electrical cable coupling into the coupled front or the uncoupled rear end position and is also provided for actuating a release device of the center buffer coupling, and the cable coupling is arranged and guided on the center buffer coupling in a longitudinally displaceable manner in the direction of the coupling axis, and the gearbox has a shaft arranged perpendicular to the coupling axis on which an actuating arm is fixedly mounted.which engages in a guide rail of the cable coupling arranged perpendicular to the coupling axis and is provided as the direct drive element of the cable coupling and thus of a gear chain in the arrangement of a reciprocating cross loop known generally from gear theory.

[0004] German patent application DE 10 2019 101 996 A1 relates to a coupling half with a rotary lock comprising a frog that is rotationally fixed to a main bolt, rotatable together with the main bolt about a longitudinal axis of the main bolt between a coupling position and an uncoupling position, and having a jaw for receiving a coupling eye of a corresponding coupling half. The rotary lock further comprises a coupling eye that is rotatably connected to the frog eccentrically to the longitudinal axis of the main bolt and can be brought into a coupling engagement in a jaw of a frog of the corresponding coupling half. A proximity sensor is also provided, comprising an inductive transducer and a metallic encoder connected to the main bolt, wherein the inductive transducer is positioned radially opposite the encoder to the longitudinal axis of the main bolt in order to detect a rotational position of the main bolt 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 area to which the inductive sensor is directly radially opposite with a receiving surface in the coupling position of the main bolt, to an end area to 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.

[0005] Another automatic train coupling for a freight car of a rail vehicle is known from US 10 435 046 B2.

[0006] According to one aspect of the present invention, this relates to an automatic train coupling, in particular for a freight wagon of a railway vehicle, according to the preamble of independent claim 1.

[0007] In practice, automatic train couplings, such as train couplings with the features of the preamble of independent claim 1, are generally known. Such automatic train couplings typically have 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, wherein the frog is rotatable about a principal axis between a coupled position and an uncoupled position.

[0008] The coupling eye is rotatably connected to the frog at one end or end section about a coupling eye axis and has a second free end or end section. The frog has a jaw for receiving a corresponding second end or end section of a coupling eye of a mating coupling head of a mating coupling.

[0009] A spring accumulator is associated with the core. The core can be rotated from the coupled position to the uncoupled position against the force of the spring accumulator, and from the uncoupled position to the coupled position by the force of the spring accumulator.

[0010] The uncoupled position is also commonly referred to as the coupling-ready position, since in this position the couplings of the two car bodies can be moved towards each other and coupled. If necessary, the coupling lock, or its frog, can also be rotated into a position that is over-engaged compared to the coupling-ready position, i.e., opened more than necessary. In this over-engaged position, the spring mechanism is under maximum tension.

[0011] This extended position is also, within the meaning of the present invention, a position ready to couple or uncouple. Furthermore, such a position ready to couple or uncouple is also referred to as a waiting position.

[0012] The locking mechanism, which holds the coupling in the appropriate position or releases it for transition to another position by rotating the frog, comprises, for example, a plunger that is movable against a spring force in the coupling direction of the train coupling and a latch rod that is movable transversely or obliquely to the coupling direction. The latch rod is pivotally connected to the frog and, when the frog is rotated from the coupled position to the uncoupled position, can be moved by the frog into a detent position in which the latch rod blocks any further rotation of the frog, i.e., in the direction from the uncoupled position to the coupled position.

[0013] The plunger, in turn, is movable between a first position and a second position. In the first position, in which the plunger is displaced against the spring force, the plunger locks the latching rod in the detent position, and in the second position, into which the plunger is moved from the first position by the spring force, the plunger releases the latching rod from the detent position.

[0014] The function of such an automatic train coupler is as follows: two opposing coupling heads on two car bodies or vehicles to be coupled are locked together by inserting the second end of each coupling eye into the jaw of the frog of the other coupling head and holding it securely in place by twisting the frog. This mechanically couples the two car bodies or vehicles together.

[0015] The two dome closures are subjected exclusively to tensile forces, which are distributed evenly across both dome eyelets within the parallelogram formed by the dome lugs and the core pieces.

[0016] Compressive forces, on the other hand, are transmitted by a special profile on the front of the coupling head housing, wherein the profile typically comprises, as is also advantageously the case in the present invention, a cone and a funnel enclosed by a wide, in particular flat, end face. The profile can be formed by a separate end plate attached to the front of the coupling head housing. The profile can form sliding and centering surfaces with the cone or funnel and, in particular, define the gripping area in terms of lateral, vertical, and angular offset. When the coupling heads meet, they center themselves and slide into one another.

[0017] 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, which are in the detent position. During coupling, the cones of the couplings dip into the funnels of the coupling head housing profiles. The cones press against the plungers and push them back, so that the plungers release the latching rods from their detent position. This releases the coupling locks, which are then rotated by the force of the respective spring mechanism until the frog strikes a predetermined stop, usually on the coupling head housing. At this point, the coupling lugs, guided in the funnels, engage with the frog mouths, the two coupling locks interlock, and the coupled position is achieved. Unintentional separation of the coupling locks is impossible.Normal wear and tear does not affect the safety of the coupling lock.

[0018] To uncouple the coupling heads, an uncoupling device rotates both coupling locks, i.e., the two frogs, against the force of the spring accumulators until the coupling eyes slide out of the frogs' mouths. The rotating frogs are intended to move the latch rods sufficiently so that, when the vehicles or car bodies are separated, the frogs are prevented from rotating back beyond the ready-to-couple position by being moved into their detent positions.

[0019] Uncoupling devices are known in various designs. For example, manually operated, mechanical uncoupling devices have levers, ropes and / or chain pulls that act on different types of latches and release the latch position when actuated.

[0020] Automated uncoupling devices include, for example, a pneumatic cylinder or an electric motor as a drive, in particular a linear actuator, which uncouples the train coupling.

[0021] For example, German patent application 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 fixed to the main bolt via a cam disc in order to rotate the frog from the coupled position to the uncoupled position.

[0022] On the other hand, publication EP 3 470 295 A1 discloses an electric linear actuator that acts on the main bolt via a lever.

[0023] Since two coupling heads always work together during coupling and uncoupling, the train couplings are designed in such a way that the coupling heads or coupling locks actuate each other alternately.

[0024] For example, when a coupling is released manually or automatically by twisting its frog against the force of the spring mechanism, this rotational movement is "automatically" transmitted via the coupling eye, which is articulated to the frog, and the jaw of the mating frog of the mating coupling to the mating frog of the mating coupling. The mating frog of the mating coupling then transmits its rotational movement to its latch rod in such a way that it engages its detent position.

[0025] A problem with known train couplings is that, particularly with freight wagons, especially light vehicles / wagon bodies, where unavoidable play in the train coupling or in a coupling joint through which the train coupling is connected to the track-guided vehicle, especially a rail vehicle, is encouraged, the transmission of the rotary motion from the actively actuated coupling head to the passively actuated coupling head causes the coupling heads to move apart, while the rotary motion of the frogs of the coupling heads to open the coupling locks is still taking place.With known train couplings, this can lead to a situation where, in the worst case, the coupling heads can be mechanically separated from each other, 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 latch rod, but the frog moves back into the coupled position or remains in an intermediate position between the coupled position and the uncoupled position.

[0026] This hinders or at least makes subsequent coupling more difficult.

[0027] Based on this problem, the invention aims to further develop an automatic coupling, as specifically mentioned in the preamble of independent claim 1, in such a way as to ensure, in a simple yet particularly effective manner, that even with a passively actuated coupling head, the corresponding core is always locked into the detent position when the coupling head is released from the coupling head of a counter coupling.

[0028] This problem is solved according to the invention by the subject matter of independent claim 1, wherein advantageous further developments of the automatic train coupling according to the invention are specified in dependent claims 2 to 10.

[0029] The problem underlying the invention is further solved by a method for uncoupling two coupled automatic train couplings according to dependent claim 13.

[0030] Accordingly, the invention relates in particular to an automatic train coupling of a track-guided vehicle, especially for a freight wagon of a rail vehicle.

[0031] The coupling according to the invention has a coupling head comprising a coupling head housing and a coupling lock with a locking mechanism. In this context, "locking mechanism" means that the coupling lock can be locked in at least one position to prevent rotation, as will be explained below.

[0032] The coupling mechanism is designed as a rotary coupling with a coupling eye and a frog, the frog being rotatable about a main axis of rotation between a coupled position and an uncoupled position. The coupling eye is rotatably connected to the frog at one end about a coupling eye axis and has a second free end.

[0033] The core piece has a jaw that is arranged to receive a second end of a coupling eye of a counter-coupling of a corresponding coupling head of a counter-coupling.

[0034] The automatic train coupling according to the present invention further comprises an uncoupling device which has an actuator operatively connected to the frog and is designed to act on the frog as required in order to rotate the frog from the coupled position to the uncoupled position.

[0035] The solution according to the invention is characterized in particular by the fact that the coupling has a sensor system which is 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 send a corresponding signal to an actuating device.

[0036] The control unit is specifically designed to control the actuator of the uncoupling device depending on the signal emitted by the sensor.

[0037] The advantages achievable with the solution according to the invention are obvious: in particular, the coupling according to the invention is suitable for operation in a passively actuated mode. In the passively actuated mode, it is not necessary to supply the coupling or a control unit of the coupling with a decoupling command, especially an external one, to initiate a decoupling process.

[0038] Rather, the coupling device is designed to automatically detect, based on the operating states, movements, or positions of the coupling's locking mechanism as detected by its sensors, whether a decoupling process is being initiated by a mating coupling connected to the coupling device. As soon as the coupling device's sensors detect a corresponding movement of the locking mechanism relative to the coupling head housing and / or a position of the locking mechanism that differs from its position when the frog is coupled, the coupling device's control unit "knows" that a decoupling process has been initiated by the mating coupling and then takes the necessary steps to ensure that the coupling device, which has not received the external decoupling 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 actuate the actuator of the uncoupling device of the train coupling when the sensor 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 control of the actuator of the uncoupling device to the control unit when the sensor system detects that the coupling lock is moving 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 is rotating or has rotated in the direction of the uncoupled position.

[0041] In a further development of the latter 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 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 control of the actuator of the uncoupling device to the control unit when the sensor system detects that the coupling closure moves or has moved relative to the coupling head housing in such a way that, starting from the coupled position, the core rotates or has rotated by a predetermined or definable angle of rotation in the direction of the uncoupled position.

[0043] These further developments of the coupling according to the invention ensure that the control unit only activates the actuator of the uncoupling device when the sensors detect that a uncoupling process is actually being initiated / has been initiated by the opposing coupling.

[0044] In this context, it is conceivable, for example, that the predetermined or definable angle of rotation – in relation to the rotational position of the frog when it is in the coupled position – is an angle of rotation between 5° and 50°, preferably an angle of rotation between 15° and 40°, and even more preferably an angle of rotation between 25° and 40°.

[0045] According to preferred implementations of the train coupling according to the invention, it is provided that, when the actuator of the uncoupling device is controlled via the signal from the sensor system, the control device is designed to control the actuator of the uncoupling device in such a way that the frog is rotated further relative to the coupling head housing with the actuator until the frog is rotated into the uncoupled position.

[0046] In particular, the uncoupling device of the train coupling according to the invention can be operated in an actively actuated operating mode or in a passively actuated operating mode, as required.

[0047] In the actively operated mode of the uncoupling device, the control unit is designed in particular to control the actuator of the uncoupling device after or upon receipt of a decoupling command, preferably external and especially via an interface, in such a way that the core is rotated from the coupled position to the uncoupled position.

[0048] On the other hand, in the passively operated mode of the uncoupling device, the control unit is specifically designed to control the actuator of the uncoupling device, depending on a signal emitted by the sensor relating to a rotational position of the frog, such that the frog is rotated further from the position detected by the sensor into the uncoupled position. The rotational position of the frog is, in particular, a position in which the frog is in an intermediate position between its coupled position and its uncoupled position.

[0049] According to implementations of the train coupling according to the invention, the sensor system is designed to detect a rotational position of the frog, wherein the sensor system is in particular designed as follows: 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 technology 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 intended that the sensor system includes at least one proximity sensor with an inductive transducer.

[0052] The proximity sensor makes it possible, for example, to detect the rotation of the main pin from its coupling position to its coupling position. Since the respective frog is fixedly connected to the main pin, the functional state of the frog or coupling eye is also known via its rotational position. During both the coupling process from the ready position to the coupled position and the uncoupling process from the coupled position to the uncoupling position, the main pin, together with the frog, rotates from a neutral position through a predefined angular range (uncoupling process) or through the predefined angular range back to the neutral position (coupling process) in order to assume either the uncoupled or the coupled position. During these processes, the proximity sensor can detect whether the coupling mechanism is still in or already in the coupling position.

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

[0054] In conventionally known coupling halves, a sensor that works in conjunction with the inductive transducer of a proximity sensor is usually formed by a standard screw radially screwed into the main bolt, with the position of the screw head being detected by a comparatively large inductive transducer, i.e., by an inductive transducer with a comparatively large receiving area.

[0055] In other words, the sensor technology used in the solution according to the invention can, in structural terms, already correspond to the sensor technology that is usually used in train couplings to detect whether the train coupling is in the coupled state or in the uncoupled state.

[0056] According to the invention, the commonly used sensor technology can therefore 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 act when the train coupling is operated in a passively actuated operating mode.

[0057] As an alternative to the aforementioned design variant, it is of course also conceivable to use a different sensor technology, such as the sensor technology described in the publication DE 10 2019 101 996 A1.

[0058] 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 to the uncoupled position or from an intermediate position between the coupled position and the uncoupled position to the uncoupled position as required.

[0059] Preferably, in this context, the uncoupling device, and in particular the actuator of the uncoupling device, is arranged either completely within the coupling head housing or completely within the coupling head housing and a coupling rod adjoining the coupling head housing. In other words, it is particularly preferred that the uncoupling device, and in particular the actuator of the uncoupling device, is accommodated in a space that is either enclosed solely by the coupling head housing or enclosed by the coupling head housing together with a corresponding section of the coupling rod.

[0060] This measure eliminates the need for additional housings for the uncoupling device or its actuator, while simultaneously ensuring good protection of the uncoupling device or its actuator from environmental influences. Furthermore, no additional installation space is required outside the coupling head housing and, if applicable, the corresponding part of the coupling rod for the uncoupling device or its actuator.

[0061] The invention further relates to a track-guided vehicle, in particular a rail vehicle, with an automatic train coupling according to the type described above according to the invention.

[0062] Furthermore, the invention relates to an arrangement with a first coupling of the type described above and a second coupling serving as a counter coupling according to the type described above, wherein the uncoupling device of the first coupling is operated in an actively actuated operating mode and the uncoupling device of the second coupling is operated in a passively actuated operating mode.

[0063] In other words, the first coupling is operated in an actively actuated operating mode of the uncoupling device, in which the control device is designed to actuate the actuator of the uncoupling device after or upon receipt of a decoupling command, preferably external and especially via an interface, such that the frog is rotated from the coupled position to the uncoupled position.

[0064] On the other hand, the second coupling of the arrangement is operated in a passively actuated operating mode of the uncoupling device, wherein the control unit of the second coupling is designed to actuate the actuator of the uncoupling device, depending on a signal emitted by the sensor relating to a rotational position of the frog, such that the frog is rotated further from the position detected by the sensor into the uncoupled position. The rotational position of the frog is, in particular, a position in which the frog is in an intermediate position between its coupled position and its uncoupled position.

[0065] The problem underlying the invention is further solved by a method according to dependent claim 13.

[0066] The method according to the invention is a method for uncoupling two coupled automatic train couplings, wherein the method in particular comprises the following method steps: In a first method step, an in particular external uncoupling command is entered via an interface of a control device of an uncoupling device of a first of the two coupled train couplings.

[0067] In a second process step, after or upon receipt of the uncoupling command, in particular an external one, the control unit of the first train coupling controls an actuator of the uncoupling device of the first train coupling in such a way that the actuator moves a coupling lock of the first train coupling, which is operatively connected to it, from its coupled position to its uncoupled position.

[0068] 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.

[0069] In a third process 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 help of a sensor system of the second coupling and this is reported or signaled to a control unit of an uncoupling device of the second coupling accordingly.

[0070] 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 process step the control device of the second train coupling controls an actuator of the uncoupling device of the second train coupling in such a way that the coupling lock of the second train coupling is moved into the uncoupled position.

[0071] The coupling head housing of the automatic coupling has a special profile, particularly on its front side. This profile is formed by a cone and a funnel. The cone and funnel are enclosed by a wide, flat end face, or an end face with recessed, open-edged recesses. In the latter case, one or more areas are provided on the end face that interact with an end face of a mating coupling to transmit forces.

[0072] An exemplary embodiment of the train coupling according to the invention is described in more detail below with reference to the accompanying drawings.

[0073] They show: FIG. 1 schematically shows an arrangement with two automatic draw couplings according to an exemplary embodiment of the present invention, wherein the two draw couplings are coupled to each other; FIG. 2 schematically shows the arrangement according to FIG. 1 , wherein the left coupling is operated in an actively actuated operating mode and the right coupling in a passively actuated operating mode, in a state in which the left coupling has been actively moved into its uncoupled position; FIG. 3 the arrangement according to FIG. 2 after the mechanical separation of the two couplings; and FIG. 4 the arrangement according to FIG. 3 , namely in a state in which the right-hand coupling has moved into the uncoupled position.

[0074] Freight wagons or passenger train cars connected with two automatic couplings, for example of the CargoFlex ®< type, or with other couplings of the Scharfenberg ®< type, can be uncoupled manually, hydraulically, pneumatically or electrically.

[0075] Due to the geometry of the Scharfenberg® coupling lock, it is usually sufficient to uncouple only one coupling of a coupled pair. The lock of the mating coupling is also moved in the uncoupling direction via the system-specific kinematics.

[0076] In a so-called two-position shutter, there are two locking positions in which the shutter can be located without any further external influence: the coupled position and the ready-to-couple position. Any movement beyond the ready-to-couple position, e.g., by a manual uncoupling mechanism or an automatic actuator, always returns this mechanism to the ready-to-couple position after release or reset.

[0077] Once this position is reached at both coupling points, a new coupling operation can be performed with minimal effort and at very low speed. If only one coupling is in the ready-to-couple position, it can still couple, but this requires a higher speed and results in increased wear on the coupling mechanism. When two couplings meet, both in the coupled position, coupling is no longer possible.

[0078] Achieving the ready-to-couple 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 so that the opposing coupling cannot move out of position.

[0079] If this is not the case, the mating coupling can slip during the uncoupling process, and its locking mechanism may no longer engage in the ready-to-couple position. However, if the coupling mechanism is actuated on both couplings simultaneously, reaching the ready-to-couple position is always guaranteed. Therefore, when uncoupling passenger trains pneumatically, both couplings are always uncoupled using pneumatic cylinders. The compressed air is transferred from the actuated side to the mating coupling via a separate air line. Thus, a single actuation on one side is sufficient to actuate the cylinder of the mating coupling as well.

[0080] If the uncoupling drive is electric, an electrical control line would need to be transmitted to the mating coupling. This could be implemented, for example, using two cables via an electrical contact coupling. If there is no electrical contact coupling, or if no contacts of such a coupling are present, radio transmission is also an option. However, radio transmissions are problematic because they are easily manipulated externally, and thus unintended uncoupling processes can be triggered.

[0081] The invention, as described in more detail below with reference to the accompanying drawings, relates in particular to a mechanism that, without an additional connection, be it pneumatic, hydraulic, mechanical or electrical, reliably moves the mating coupling into the ready-to-couple position via the actuator installed therein. This is achieved by means of a sensor system that detects the movement of the coupling lock.

[0082] Such sensors are usually already installed to detect the coupling status – engaged or uncoupled. The system then works as follows. 1. The uncoupling process is initiated unilaterally using the actuator installed there (electric, pneumatic, hydraulic, or mechanical). This inevitably moves the locking mechanism of the mating coupling in the uncoupling direction as well. The two couplings remain connected, even under tensile load, until the coupling eye can slide out of the frog opening. This is reliably achieved for the first 30-40° of the locking mechanism's rotation. 2. The mating coupling detects this movement via its sensor and, through a control unit, activates its own uncoupling actuator, which then moves this coupling into the ready-to-couple position.

[0083] The sensor used could 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 ensuring that both couplings are safely uncoupled into the ready-to-couple position.

[0084] The major advantage of the system is that only components already installed are required. No additional connection between the couplings, be it electrical, pneumatic, mechanical, or hydraulic, is necessary. For example, in FIG. 1 A schematic representation of an arrangement consisting of two drawbar couplings 100, 100', each according to an exemplary embodiment of the invention, is shown. The two drawbar couplings 100, 100' of the arrangement shown are – at least substantially – identical in construction.

[0085] The individual components of the couplings 100, 100', which are structurally and / or functionally identical or at least have the same effect, are below provided with the same reference numeral, however, the components of the coupling 100' shown on the right, which represents the counter coupling with respect to the coupling 100 shown on the left, have their reference numerals marked with an apostrophe ʺ‴.

[0086] In the FIG. 1 In the depicted state, the two train couplings 100, 100' are coupled together. Specifically, this means that in the connected, coupled position of the train couplings 100, 100', the respective coupling locks 3, 3' and their frogs 6, 6' are each in their coupled position.

[0087] In particular, each automatic train coupling has 100, 100' of the in FIG. 1 The arrangement shown comprises a coupling head 1, 1', each comprising a coupling head housing 2, 2' and the coupling closure 3, 3'.

[0088] As can be seen in particular from the presentation in FIG. 4 As can be seen in the figure, which shows the two couplings 100, 100' in their uncoupled state, the coupling head housing 2, 2' of each coupling 100, 100' in the arrangement has a profile on its front face. This 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 integrally formed with it.

[0089] The coupling lock 3, 3' of each coupling 100, 100' is designed as a rotary lock, with the frog 6, 6' to which a coupling eye 5, 5' is rotatably connected 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 coupling 100, 100' is mounted on a main bolt 19, 19' and connected to it in a rotationally fixed manner.

[0090] A manual operating device (not shown in the drawings) can be attached to the main bolt 19, 19' to manually uncouple the coupling lock 3, 3' of the corresponding draw coupling 100, 100'.

[0091] Secondly, 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 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.

[0092] The coupling eye 5, 5' of each coupling 100, 100' has a first end 5.1, 5.1' to which it is rotatably connected to the frog 6, 6' of the corresponding coupling 100, 100', and a opposite second end 5.2, 5.2' which can be clamped into a jaw 9', 9 of the frog 6', 6 of a corresponding coupling head 1', 1 in order to mechanically lock the two coupling heads 1, 1' to each other. Accordingly, the coupling eye 5, 5' of each coupling 100, 100' has a crossbar at its second end 5.2, 5.2', which is not shown in detail in the drawings.

[0093] The core 6, 6' of each coupling head 1, 1' can be rotated from the uncoupled position to the coupled position against the force of a spring accumulator 4, 4', which is formed, for example, by one or more tension springs.

[0094] In FIG. 4 The figure shows an uncoupled position of the coupling heads 1, 1' or the coupling locks 3, 3'. Such an uncoupled position, also referred to as the coupling-ready position, can also be the aforementioned over-coupled position.

[0095] If in the FIG. 4 In the uncoupled position of the coupling lock or the frogs 6, 6' shown, when two coupling heads 1, 1' are moved towards each other, the cones 21, 21' enter the funnels and unlock the locking mechanism of the corresponding coupling lock 3, 3', for example by pressing the cones 21, 21' onto the pins 26, 26' of the locking mechanism and thereby releasing a detent connection, for example of the latch 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 by the force of, for example, the spring accumulator 4, 4'. The coupling lugs 5, 5' guided in the funnels then engage in the frog mouths 9, 9' and the two coupling locks 3, 3' are interlocked.

[0096] The coupling closures 3, 3' of the draw couplings 100, 100' are subjected exclusively to tensile forces, whereas the compressive forces are transmitted via the end faces 23, 23' of the end plate.

[0097] Preferably, all components of the coupling closure 3, 3' of each draw coupling 100, 100' are accommodated within the corresponding coupling head housing 2, 2' and a coupling rod 10, 10' connects to the coupling head housing 2, 2' in the longitudinal direction of the draw 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 actuated uncoupling device, here the electromechanical actuator 12, 12'.

[0098] The function of the electrically operated uncoupling device 11, 11' will be explained below with reference to the following. FIG. 1 and FIG. 2 The coupling shown on the left side is described as follows: 100.

[0099] In FIG. 1 The centerpiece 6, 6' of the two train couplings 100, 100' is shown in the coupled position.

[0100] In order to rotate the frog 6 into the uncoupled position with the help of the uncoupling device 11 of the coupling 100 shown on the left (operated in active mode), a linear drive 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 coupling 100 shown on the left (operated in active mode) is moved / converted into its uncoupled state.

[0101] When moving from the coupled position to the uncoupled position, the frog 6 of the coupling 100, which is operated in the active operating mode, is rotated clockwise against the force of the spring accumulator 4 until the coupling eyes 5, 5' of both couplings 100, 100' slide out of the corresponding jaws 9, 9' of the frogs 6, 6' of the corresponding couplings 100, 100' (see figure). FIG. 2 ).

[0102] Subsequently, at least the core 6 of the coupling 100, which is operated in active mode, is rotated counterclockwise again by the force of the spring accumulator 4 of the coupling 100, which is operated in active mode, until - at least with regard to the coupling 100, which is operated in active mode - the coupling-ready position is reached.

[0103] As already explained, in the arrangement shown in the drawings, only the left coupling 100 is actively operated during the uncoupling process. In other words, the actuator 12 of the uncoupling device 11 is activated only for the left coupling 100 in order to rotate the corresponding frog 6 of the coupling 100 clockwise. During this process, the frog 6' of the opposing coupling 100' is also rotated clockwise, so that ultimately the coupling eyes 6, 6' of both couplings slide out of the corresponding jaws 9, 9'.

[0104] However, the active actuation of the uncoupling device 11 of the left coupling 100, i.e. the coupling 100 actuated in the actively actuated operating mode, does not ensure that the passively actuated coupling 100', i.e. the coupling 100' on the right in the drawings, is safely brought into the uncoupled state.

[0105] To achieve this, the actuator 12' of the uncoupling device 11' of the right-hand coupling 100' is activated to also move the frog 6' of the right-hand coupling 100' into the uncoupled position.

[0106] In detail, each of the two draw couplings 100, 100' has a corresponding sensor 18, 18', which is designed to detect a movement of the coupling lock 3, 3' of the corresponding draw coupling 100, 100' relative to the coupling head housing 2, 2' of the corresponding draw coupling 100, 100' or a position of the coupling lock 3, 3' of the corresponding draw coupling 100, 100' that differs from the position of the coupling lock 3, 3' in the coupled position of the frog 6, 6'.

[0107] This is signaled to a control unit of the train coupling 100', which is operated particularly in passively actuated operating mode, whereby the control unit controls the actuator 12' of the uncoupling device 11' of the train coupling 100' operated in passively actuated operating mode accordingly, depending on the signal given by the sensor 18, 18'.

[0108] 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 unit 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 passively actuated mode, moves or has moved relative to the coupling head housing 2, 2', in particular of the corresponding train coupling 100, 100', such that, starting from the coupled position (cf. FIG. 1 ) the centerpiece 6, 6' of the coupling 100 operated in active mode and / or the coupling 100' operated in passive mode rotates or has rotated in the direction of the uncoupled position.

[0109] 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 unit when the sensor system 18, 18' detects that the coupling lock 3' of the train coupling 100' operating in passive mode and / or the coupling lock 3 of the train coupling 100 operating in active mode moves or has moved relative to the coupling head housing 2, 2' of the corresponding train coupling 100, 100' such that, starting from the coupled position, the frog 6, 6' rotates or has rotated by a predetermined or definable angle of rotation, for example, 30° to 40°, in the direction of the uncoupled position.

[0110] As in FIG. 3 and in FIG. 4 As shown, when the actuator 12' of the uncoupling device 11' of the passively operated train coupling 100' is controlled via the signal of the sensor 18', the control device is designed to control the actuator 12' of the uncoupling device 11' of the passively operated train coupling 100' in such a way that the frog 6' of the passively operated train coupling 100' is rotated further relative to the coupling head housing 2' with the actuator 12' until the frog 6' is finally rotated into the uncoupled position.

[0111] The sensor system 18' of the passively operated coupling 100' and / or the actively operated coupling 100 is designed in particular to detect a rotational position of the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100.

[0112] Preferably, the sensor system 18, 18' is configured to detect a first rotational position of the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100, in which the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100 is in the coupled position; a second rotational position of the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100, in which the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100 is in the uncoupled position; and a third rotational position of the frog. 6,6' of the passively operated coupling 100' and / or the actively operated coupling 100, in which the frog 6, 6' of the passively operated coupling 100' and / or the actively operated coupling 100 is in an intermediate position between the coupled position and the uncoupled position.

[0113] The sensor system 18, 18' of the passively operated coupling 100' and / or the actively operated coupling 100 is designed in particular to directly or indirectly detect the movement of the coupling lock 3, 3' of the passively operated coupling 100' and / or the actively operated coupling 100 and / or the position of the coupling lock 3, 3' of the passively operated coupling 100' and / or the actively operated coupling 100.

[0114] For this purpose, the sensor system 18, 18' preferably comprises a proximity sensor with an inductive transducer. Of course, other embodiments are also possible.

[0115] Preferably, each of the arrangements shown in the drawings using the coupling 100, 100' can be operated either in an actively actuated operating mode or in a passively actuated operating mode.

[0116] In the actively operated mode of the train coupling 100, 100', the control device assigned to the corresponding uncoupling device 11, 11' is designed to control the actuator 12, 12' of the corresponding uncoupling device 11, 11' after or upon receipt of an uncoupling command, preferably external and especially via an interface, in such a way that the frog 6, 6' of the train coupling 100 operated in the actively operated mode is rotated from the coupled position to the uncoupled position.

[0117] In the passively operated mode of the uncoupling device 11, 11' of the corresponding train coupling 100, 100', the control device is designed, depending on a signal given by the sensor 18, 18' and relating to a rotational position of the frog 6, 6', 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 passively operated mode is rotated further from the position detected by the sensor 18, 18' into the uncoupled position.

[0118] With the arrangement shown in the drawings, the uncoupling process takes place as follows: An external uncoupling command is input via an interface of a control unit of an uncoupling device 11 of the left (actively operated) coupling 100. After or upon receipt of the external uncoupling command, the control unit of the left coupling 100 actuates the actuator 12 of the uncoupling device 11 of the left coupling 100 such that the actuator 12 moves a coupling lock 3 of the left coupling 100, connected to it, from its coupled position to its uncoupled position.

[0119] When the coupling lock 3 of the left train coupling 100 is moved from its coupled position to its uncoupled position, the coupling lock 3' of the right train coupling 100' is moved by the coupling lock 3 of the left train 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 train coupling 100'.

[0120] With the aid of the sensor 18' of the right-hand 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 coupling 100' is detected and reported or signaled to a control unit of an uncoupling device 11' of the right-hand coupling 100'.

[0121] Upon receipt of the report or signaling of the movement of the coupling lock 3' of the right-hand coupling 100' or the intermediate position of the coupling lock 3' of the right-hand coupling 100', the control unit of the right-hand coupling 100' controls the actuator 12' of the uncoupling device 11' of the right-hand coupling 100' in such a way that the coupling lock 3' of the right-hand coupling 100' is also moved into the uncoupled position.

[0122] When a coupling connection (coupling-countercoupling) is uncoupled, triggered by actuating the uncoupling mechanism of one coupling, the actuator of the countercoupling is automatically activated to uncouple. The uncoupling of the actively operated train coupling is triggered, for example, by pressing a button on the car body, or remotely via radio, WLAN, etc.

[0123] The actuator of the uncoupling device of the passively actuated counter-coupling is activated when a quantity / signal is detected that at least indirectly describes a movement of the coupling lock of one of the coupled couplings.

[0124] It is conceivable that the movement / rotation of the coupling lock or the counter-coupling is directly detected.

[0125] Alternatively, it is also conceivable that the movement / rotation of the coupling lock of the coupling or the counter coupling is detected indirectly via a movement of the coupling eye of the coupling or the counter coupling.

[0126] The invention is not limited to the embodiments shown in the drawings, but results from a combination of all the features disclosed herein. Bezugszeichenliste

[0127] 1, 1'Coupling head 2, 2'Coupling head housing 3, 3'Coupling lock 4, 4'Spring accumulator 5, 5'Coupling eye 5.1, 5.1'First end 5.2, 5.2'Second end 6, 6'Corner 7, 7'Main shaft 8, 8'Coupling eye shaft 9, 9'Jaw 10, 10'Coupling rod 11, 11'Uncoupling device 12, 12'Actuator 18, 18'Sensor 19, 19'Main bolt 21, 21'Cone 23, 23'End face 100, 100'Tractor coupling

Claims

1. Automatic train coupling (100, 100'), in particular for a goods wagon of a track-guided vehicle, in particular a rail vehicle, wherein the automatic train coupling (100, 100') has the following: - a coupling head (1, 1') which has a coupling head housing (2, 2') and a coupling closure member (3, 3') with a locking mechanism, wherein the coupling closure member (3, 3') is in the form of a rotary closure member with a coupling eyelet (5, 5') and a core piece (6, 6'), wherein the core piece (6, 6') can be rotated about a main axis (7, 7'), between a coupled position and a decoupled position, wherein the coupling eyelet (5, 5') is connected to the core piece (6, 6') with a first end (5.1, 5.1') so as to be rotatable about a coupling eyelet axis (8, 8') and has a free end, and wherein the core piece (6, 6') has a jaw (9, 9') which is arranged for receiving a second end (5.2', 5.2) of a coupling eyelet (5', 5) of a diametrically opposed coupling head (1', 1) of a counter-coupling; and - a decoupling device (11, 11') which has an actuator (12, 12') which is actively connected to the core piece (6, 6') and which is configured to act on the core piece (6, 6') where necessary in order to rotate the core piece (6, 6') out of the coupled position into the decoupled position, characterized in that the train coupling (100, 100') has a sensor arrangement (18, 18') which is configured to detect directly or indirectly a movement of the coupling closure member (3, 3') relative to the coupling head housing (2, 2') and / or a position of the coupling closure member (3, 3') which deviates in particular from the position of the coupling closure member (3, 3') in the coupled position of the core piece (6, 6'), and to output a corresponding signal to a control device, wherein the control device is configured to control the actuator (12, 12') of the decoupling device (11, 11') in accordance with the signal output by the sensor arrangement (18, 18').

2. Automatic train coupling (100, 100') according to Claim 1, wherein the control device is configured to control the actuator (12, 12') of the decoupling device (11, 11') if the sensor arrangement (18, 18') detects that the coupling closure member (3, 3') moves or has moved relative to the coupling head housing (2, 2') so that, starting from the coupled position, the core piece (6, 6') rotates or has rotated in the direction of the decoupled position; or wherein the sensor arrangement (18, 18') is configured to output the signal which initiates control of the actuator (12, 12') of the decoupling device (11, 11') to the control device if the sensor arrangement (18, 18') detects that the coupling closure member (3, 3') moves or has moved relative to the coupling head housing (2, 2') so that, starting from the coupled position, the core piece (6, 6') rotates or has rotated in the direction of the decoupled position.

3. Automatic train coupling (100, 100') according to Claim 1 or 2, wherein the control device is configured to control the actuator (12, 12') of the decoupling device (11, 11') if the sensor arrangement (18, 18') detects that the coupling closure member (3, 3') moves or has moved relative to the coupling head housing (2, 2') so that, starting from the coupled position, the core piece (6, 6') rotates or has rotated by a previously determined or determinable rotation angle in the direction of the decoupled position; or wherein the sensor arrangement (18, 18') is configured to output the signal which initiates control of the actuator (12, 12') of the decoupling device (11, 11') to the control device if the sensor arrangement (18, 18') detects that the coupling closure member (3, 3') moves or has moved relative to the coupling head housing (2, 2') so that, starting from the coupled position, the core piece (6, 6') rotates or has rotated by a previously determined or determinable rotation angle in the direction of the decoupled position.

4. Automatic train coupling (100, 100') according to Claim 3, wherein the previously determined or determinable rotation angle - relative to the rotation position of the core piece (6, 6') if it is located 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°.

5. Automatic train coupling (100, 100') according to any one of Claims 1 to 4, wherein the control device is configured, in the event of the actuator (12, 12') of the decoupling device (11, 11') being controlled in a manner initiated by the signal of the sensor arrangement (18, 18'), to control the actuator (12, 12') of the decoupling device (11, 11') so that the core piece (6, 6') continues to be rotated with the actuator (12, 12') relative to the coupling head housing (2, 2') until the core piece (6, 6') is rotated into the decoupled position.

6. Automatic train coupling (100, 100') according to any one of Claims 1 to 5, wherein the decoupling device (11, 11') can be operated, in particular where applicable, in an actively actuated operating mode or in a passively actuated operating mode, wherein, in the actively actuated operating mode of the decoupling device (11, 11'), the control device is configured to control the actuator (12, 12') of the decoupling device (11, 11') after or in the event of receipt of a preferably external decoupling command input in particular via an interface in particular of the control device so that the core piece (6, 6') is rotated out of the coupled position into the decoupled position, and wherein, in the passively actuated operating mode of the decoupling device (11, 11'), the control device is configured to control the actuator (12, 12') of the decoupling device (11, 11') in accordance with a signal which is output by the sensor arrangement (18, 18') and which relates to a rotation position of the core piece (6, 6') so that the core piece (6, 6') is rotated further out of the position detected by the sensor arrangement (18, 18') into the decoupled position, wherein the rotation position of the core piece (6, 6') is in particular a rotation position in which the core piece (6, 6') is present in an intermediate position between the coupled position and the decoupled position thereof.

7. Automatic train coupling (100, 100') according to any one of Claims 1 to 6, wherein the sensor arrangement (18, 18') is configured to detect a rotation position of the core piece (6, 6'), wherein the sensor arrangement (18, 18') is configured in particular: - to detect a first rotation position of the core piece (6, 6') in which the core piece (6, 6') is present in the coupled position; - to detect a second rotation position of the core piece (6, 6') in which the core piece (6, 6') is present in the decoupled position; and - to detect a third rotation position of the core piece (6, 6') in which the core piece (6, 6') is present in an intermediate position between the coupled position and the decoupled position.

8. Automatic train coupling (100, 100') according to any one of Claims 1 to 7, wherein the sensor arrangement (18, 18') is configured to detect the movement of the coupling closure member (3, 3') and / or the position of the coupling closure member (3, 3') directly or indirectly.

9. Automatic train coupling (100, 100') according to any one of Claims 1 to 8, wherein the sensor arrangement (18, 18') has at least one proximity sensor with an inductive transducer.

10. Automatic train coupling (100, 100') according to any one of Claims 1 to 9, wherein the actuator (12, 12') of the decoupling device (11, 11') is an electrically, hydraulically or pneumatically actuatable actuator (12, 12') which is preferably connected to the core piece (6, 6') via a drive connection at least indirectly in order where necessary to rotate the core piece (6, 6') out of the coupled position into the decoupled position or out of an intermediate position between the coupled position and the decoupled position into the decoupled position, wherein preferably the decoupling device (11, 11') and in particular the actuator (12, 12') of the decoupling device (11, 11') is arranged either completely inside the coupling head housing (2, 2') or completely inside the coupling head housing (2, 2') and a coupling bar which adjoins the coupling head housing (2, 2').

11. Track-guided vehicle, in particular rail vehicle, having an automatic train coupling (100, 100') according to any one of Claims 1 to 10.

12. Arrangement having a first train coupling (100, 100') according to any one of Claims 1 to 10 and a second train coupling (100, 100') acting as a counter-coupling according to any one of Claims 1 to 10, wherein the decoupling device (11, 11') of the first train coupling (100, 100') is operated in an actively actuated operating mode and the decoupling device (11, 11') of the second train coupling (100, 100') is operated in a passively actuated operating mode, wherein, in the actively actuated operating mode of the decoupling device (11, 11') of the first train coupling (100, 100'), the control device of the first train coupling (100, 100') is configured to control the actuator (12, 12') of the decoupling device (11, 11') of the first train coupling (100, 100') after or in the event of receipt of a preferably external decoupling command which is particularly input via an interface in such a manner that the core piece (6, 6') of the coupling closure member (3, 3') of the first train coupling (100, 100') is rotated out of the coupled position into the decoupled position, and wherein, in the passively actuated operating mode of the decoupling device (11, 11') of the second train coupling (100, 100'), the control device of the second train coupling (100, 100') is configured to control the actuator (12, 12') of the decoupling device (11, 11') of the second train coupling (100, 100') in accordance with a signal which is output by the sensor arrangement (18, 18') of the second train coupling (100, 100') and which relates to a rotation position of the core piece (6, 6') of the coupling closure member (3, 3') of the second train coupling (100, 100') in such a manner that the core piece (6, 6') of the coupling closure member (3, 3') of the second train coupling (100, 100') is rotated out of the position detected by the sensor arrangement (18, 18') further into the decoupled position.

13. Method for decoupling two automatic train couplings which are coupled to each other, in particular automatic train couplings according to any one of Claims 1 to 10, wherein the method has the following method steps: - an in particular external decoupling command is input via an interface of a control device of a decoupling device (11, 11') of a first of the two train couplings which are coupled together; - the control device of the first train coupling (100, 100') controls, after or in the event of receipt of the in particular external decoupling command, an actuator (12, 12') of the decoupling device (11, 11') of the first train coupling (100, 100') in such a manner that a thereby actively connected coupling closure member (3, 3') of the first train coupling (100, 100') is moved from the coupled position into the decoupled position thereof with the actuator (12, 12'); - when the coupling closure member (3, 3') of the first train coupling (100, 100') is moved from the coupled position into the decoupled position thereof, a coupling closure member (3, 3') of the second train coupling (100, 100') is moved by the coupling closure member (3, 3') of the first train coupling (100, 100') out of the coupled position thereof into an intermediate position between the coupled position and the decoupled position of the coupling closure member (3, 3') of the second train coupling (100, 100'); - the movement of the coupling closure member (3, 3') into the intermediate position or the intermediate position of the coupling closure member (3, 3') of the second train coupling (100, 100') is detected by means of a sensor arrangement (18, 18') of the second train coupling (100, 100') and is reported or signalled to a control device of a decoupling device (11, 11') of the second train coupling (100, 100'); and, - after or in the event of receipt of the report or signalling of the movement of the coupling closure member (3, 3') of the second train coupling (100, 100') or the intermediate position of the coupling closure member (3, 3') of the second train coupling (100, 100'), the control device of the second train coupling (100, 100') controls an actuator (12, 12') of the decoupling device (11, 11') of the second train coupling (100, 100') in such a manner that the coupling closure member (3, 3') of the second train coupling (100, 100') is moved into the decoupled position.

Images