Decoupling system, automatic draught coupling and rail vehicle with an automatic draught coupling with a decoupling system of this type, and method for decoupling an automatic coupling that is mechanically coupled to a counter draught coupling

Abstract

The invention relates to generic railborne vehicles and in particular rail vehicles. In particular, the invention relates to a decoupling system for an automatic draught coupling for a rail vehicle, and a draught coupling with a decoupling system of this type, and a method for decoupling an automatic draught coupling that is mechanically coupled to a counter draught coupling. The invention is characterised in that, by a user, an actuation request (X-EK) is provided for transferring the coupling closure (8) from a coupled into a decoupled position and the control unit (11) actuates the decoupling device (9) to transfer the coupling closure (8) from a coupled into a decoupled position according to the actuation request (X-EK), wherein the actuation only takes place upon or after receipt of information confirming a verification of the actuation request (X-EK).

Description

[0001] The present invention relates generally to track-guided vehicles and in particular to rail vehicles. Specifically, the invention relates to an uncoupling system for an automatic train coupler for a rail vehicle and a train coupler with such an uncoupling system, as well as a method for uncoupling an automatic train coupler mechanically coupled to a counter-train coupler. Such uncoupling systems are known, for example, from FR 2 171 383 A1.

[0002] An automatic coupling is understood to be, in particular, a coupling for the mechanical connection of track-bound vehicles, which automatically establishes a mechanical connection upon contact with a counter-coupling. Such automatic couplings generally 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, the frog being rotatable about a main axis between a coupled position and an uncoupled position. The coupling eye is rotatably connected to the frog at a first end or end section about a coupling eye axis and has a second free end or a second free end section. The frog has a jaw for receiving a corresponding second end or end section.a corresponding second end area of ​​a coupling eye of a counter-coupling of a mating coupling. The uncoupled position is also generally referred to as the coupling-ready position, since in this position the train couplings of the two car bodies can be moved towards each other and then coupled.

[0003] Uncoupling, i.e., breaking the mechanical connection of two coupled train couplings by moving the coupling lock of at least one of the train couplings from a coupled to an uncoupled position, depends on the area of ​​application of such train couplings.

[0004] Thus, couplings for connecting two rail vehicles in a passenger train consist are equipped with an automatically operated uncoupling device, usually a hydraulic uncoupling device, which is activated upon request to move the coupling mechanism from a coupled to an uncoupled position. Such train consistes with a locomotive are relatively static in their configuration and are only rarely separated. The separation of two rail vehicles in such a consist is carried out centrally by actuating an activation device from the locomotive. This prevents incorrect activation.

[0005] The situation is different with such train couplings on freight wagons. These are equipped with a mechanical uncoupling device, which, in the form of rods or cables, transmits a manually applied force by the operator to the coupling lock, moving it from the coupled to the uncoupled position. These also lack the electrical connection between the coupled wagons that would allow for automatic central control.

[0006] The first versions of an automated uncoupling device for freight trains, currently undergoing testing, are characterized by an electromechanical or electrohydraulic drive, which is located on or integrated into the train coupling and is operatively connected to the coupling lock. Each uncoupling device is associated with a control unit that receives an activation request in the form of an uncoupling signal and accordingly controls the electromechanical or electrohydraulic uncoupling device, in particular the actuator. The uncoupling signal, which serves as the activation request, can be provided, for example, by a device located on the car body, especially in the form of a push-button switch. To enable operation both when the train is stationary and at low speeds, this switch is mounted externally on the car body and is therefore easily accessible from the outside.This requires the push-button switch to be quite large and easy to operate (even with gloves in winter), but also protected against unauthorized use. A mechanical lock via a key box would significantly restrict ease of use and make operation while driving slowly almost impossible.

[0007] The invention is therefore based on the objective of designing an uncoupling system for an automatic train coupler, an automatic train coupler and a rail vehicle with an automatic train coupler and such an uncoupling system in such a way that, on the one hand, simple operation and accessibility of the activation device for specifying the actuation requirement for moving the coupling lock from a coupled to an uncoupled position is given, but at the same time incorrect actuations, which would result in an undesired separation of a rail vehicle train set, are avoided.

[0008] The solution according to the invention is characterized by the features of claims 1, 10, 11 and 13. Advantageous embodiments are described in the dependent claims.

[0009] A decoupling system for an automatic train coupling, in particular of a track-bound vehicle, especially a rail vehicle in the form of a freight wagon, comprising a decoupling device with an actuator, which can be operatively connected to a coupling lock of the train coupling, for moving the coupling lock from a coupled to the uncoupled position; an activation device for specifying an actuation request for the decoupling device to move the coupling lock from a coupled to the uncoupled position;A control unit associated with the train coupling for controlling the uncoupling device, with an interface for at least indirect coupling with the activation device, is characterized in that the control unit includes a second interface for coupling with a verification device for specifying verification information for the actuation request, and the control unit is designed and configured to evaluate the verification information specified via the second interface and, if an evaluation result verifying the actuation request is available, to control the uncoupling device according to the actuation request specified by the activation device.

[0010] A train coupling is understood to be, in particular, a coupling for the mechanical connection of two adjacent units, especially rail vehicles such as wagons. The connection serves to transmit both tensile and impact forces.

[0011] "Uncoupling" involves moving the coupling lock of a train coupling from a position in the operating state "coupled" to a position in the operating state "uncoupled", in which the connection with a counter-train coupling is released.

[0012] "Verification" within the meaning of the invention refers in particular to the confirmation or correctness of information.

[0013] The term "facility" should not be understood solely in terms of equipment. Facility, in particular, describes the functional interaction of components. These can include, for example, decentralized facilities with spatially separated components or virtual facilities.

[0014] The term "interface" describes in particular the physical and virtual connection options assigned to the control unit for communication and exchange of information both internally within the control unit and with external units.

[0015] The solution according to the invention offers the advantage that the activation device can remain freely and easily accessible from the outside on the respective rail vehicle, in particular on at least one of the rail vehicles to be separated from each other, and does not need to be elaborately protected by separate structural protective measures, whereby incorrect operation is reliably avoided due to the required verification.

[0016] The interfaces, and thus the connections, between the control unit and the activation unit for specifying an actuation request and / or between the control unit and the verification unit for specifying verification information can be implemented as a wireless connection, in particular a radio connection such as Bluetooth or WLAN, according to a first configuration. According to a second configuration, these connections can be wired. The first configuration offers the advantage of being easy to implement, independent of structural conditions, and in particular, provides a wide range of options for selecting the type and configuration of the verification unit, which are especially easy to implement regardless of location. The second configuration, on the other hand, is relatively resistant to interference.

[0017] To enable the exchange of information with each other and with the control unit, the activation unit and / or the verification unit, as well as the control unit itself, each provide transmitting and / or receiving means for unidirectional or, preferably, bidirectional information exchange. The transmitting and / or receiving means are selected according to the chosen information transmission method and the type and design of the respective units.

[0018] There are several possibilities regarding the specific design of the activation device and / or the verification device.

[0019] In an advantageous embodiment, the activation device includes a manually operated control device for specifying the activation requirement. "Manual" in this context means triggered by an operator, particularly a shunter when used with freight wagons. The control device can be configured as one of the following: a) a stationary control device, in particular a lever, switch, button, touchscreen, display, which can be arranged in or on the track-bound vehicle carrying the train coupling; b) a mobile control device, in particular a remote control; mobile phone; smartphone, laptop; computer

[0020] The particularly preferred variant a) offers the advantage that the activation device is located directly on the vehicle in close proximity to the train coupling, allowing the operator to initiate the desired uncoupling process directly on site. In a particularly advantageous embodiment, the activation device is located on the wagon, i.e., a track-bound vehicle without its own propulsion.

[0021] By analogy, the verification device in a first version is also designed as a manually operable input device for inputting the verification information, which can be designed in particular as a device selected from the following devices: a) a stationary control device, in particular a lever, switch, button, touchscreen, display, which can be arranged in or on the track-bound vehicle carrying the train coupling; b) a mobile control device, in particular a remote control; mobile phone; smartphone, laptop; computer

[0022] The required manual input by an operator, preferably the same operator who triggered the activation request at the activation device, constitutes an active input of verification information, regardless of whether this takes place at a stationary or mobile device, and offers the advantage that, due to the required double actuation, incorrect actuations can be consciously perceived by the operator and thus excluded.

[0023] If, according to a), the input is provided by a stationary input device located in or on the track-bound vehicle carrying the train coupling, it is conceivable in one variant to use the same input device for both the actuation request and the verification information. Since the inputs are purely manual, they occur with a time offset. Although the inputs are then generally characterized by the same signal structure, the verification information can be reliably identified based on the actuation pattern and / or the time offset. The control unit is designed and configured to recognize the verification information from the actuation pattern of the input device. For example, a different actuation duration for the two different pieces of information could serve as a pattern.If the same specification device is used for specifying the actuation requirement and the verification information, the overall effort for the decoupling system can be kept very low due to the concentration of functions.

[0024] In an advantageous alternative second embodiment of the verification device, it comprises a verification information carrier device for storing static or dynamically assignable verification information, and transmitting and / or receiving means for unidirectional or bidirectional exchange of information with the control unit, and / or an assignment device for transmitting the verification information to the verification carrier device. In this case, the operator does not necessarily have to take active steps; the transmission of information can occur passively without their intervention. The only requirement is that the operator must be in close proximity to the train coupling with the verification device. In this embodiment, the verification device specifically includes at least transmitting means for transmitting the verification information to the control unit and at least one of the following receiving means: Means of receiving verification information transmitted by an allocation unit; means of receiving a verification information request from the control unit.

[0025] Providing a means of receiving verification information transmitted by an assigning entity offers the advantage of being able to continuously update this information to increase security. This update can be performed at predefined intervals or on demand.

[0026] Providing receivers for receiving verification information requests from the control unit offers the advantage that communication between the verification unit and the control unit can occur automatically through the control unit sending a request signal and the verification unit sending a response signal. In the simplest case, the operator carries an authorization system or key containing, for example, a code. When the operator is within a predefined area, such as a radius of less than 3 meters from the train coupling, and especially the control unit associated with it, the key sends the information to the control unit.

[0027] Single-stage or multi-stage verification procedures are conceivable. The latter offer the advantage of increased user safety.

[0028] The verification information can be evaluated in the control unit in various ways. If the evaluation result verifies the actuation request, the actuation request is released to control the decoupling device. The evaluation can involve a simple comparison or a complex algorithm. In the simplest case, the evaluation consists of a simple comparison of the verification information supplied to the control unit via the verification device and a second verification information stored in the control unit. In an advantageous embodiment, the control unit includes a memory unit for storing a static verification information or a second verification information that can be dynamically assigned to it via a third interface for coupling with an assignment device and for evaluating the verification information specified by the verification device.The control unit is designed and configured to evaluate the actuation request, verification information, and secondary verification information. In a particularly advantageous embodiment, the assignment of verification information to the verification unit and the control unit is carried out via the same assignment unit.

[0029] An automatic coupling device for mechanical coupling with a counter-coupling device of a track-bound vehicle, in particular a rail vehicle, comprises a coupling head having a coupling head housing and a coupling lock, wherein the coupling lock is in particular designed as a rotary lock with a coupling eye and a frog rotatable about a main axis between a coupled position and an uncoupled position and an uncoupling system according to one of claims 1 to 9.

[0030] Such a coupling is arranged on a track-bound vehicle and serves to connect to a counter-coupling of an adjacent track-bound vehicle. Preferably, the activation device comprises a stationary, manually operated control device, in particular a push-button switch, which is coupled to the control unit associated with the coupling. The verification device is designed as a portable mobile unit. This can be, for example, a key card with storable verification information and transmitting and receiving means, or a smartphone, laptop, or remote control with an input device for the verification information by an operator. Depending on the design of the mobile device and the communication with the control unit, the operator is either actively required to enter the verification information or it is passively requested.

[0031] The inventive method for uncoupling a train coupling coupled with a counter-tow coupling, comprising an associated uncoupling system with an uncoupling device operatively connectable to the coupling lock of the train coupling by moving a coupling lock of the railway vehicle coupling from a coupled to an uncoupled position, is characterized in that an actuation request to move the coupling lock from a coupled to an uncoupled position is specified, the control device actuates the uncoupling device to move the coupling lock from a coupled to an uncoupled position, wherein actuation only takes place when or after the availability of information confirming a verification of the actuation request.

[0032] In detail a) An actuation request to control the uncoupling device to move the coupling lock from a coupled position to an uncoupled position is specified via an interface of a control unit of the uncoupling device; b) Verification information to confirm the actuation request is specified via a second interface of the control unit; c) The actuation request and the verification information are evaluated in the control unit, and if an evaluation result confirming the verification of the actuation request is available, the control unit controls an actuator of the uncoupling device in such a way that the actuator moves a coupling lock of the train coupling, which is operatively connected to it, from its coupled position to its uncoupled position.

[0033] In an advantageous further development of the procedure, the control unit, upon or after receiving the actuation request, checks within a predefined time period for the presence of verification information specified by the verification unit and, if this information is not present, suspends the actuation request. By ensuring that two pieces of information must always be available within a predefined, limited time period for actuation to occur, incorrect actuations can be avoided.

[0034] The actuation request is preferably made by an operator actively operating a control device, in particular by actively operating a control element in the form of a lever or switch, especially a push-button switch, which is stationary on the vehicle carrying the coupling and is at least indirectly coupled to the first interface of the control unit. This ensures a direct link between the actuation request and the corresponding coupling, as the operator must then be directly at the vehicle.

[0035] As already explained in the section on the uncoupling system, verification can be carried out in different ways: In one implementation, the operator can enter or specify the verification information at an input device of the verification unit, particularly an external mobile device, after specifying the activation requirement. The verification unit then sends this verification information to the control unit. Here, too, the operator is actively required and should therefore detect accidental misactivation of the activation device very quickly.

[0036] In a second configuration, where the control unit sends a request to the verification unit to transmit the verification information, the operator can be actively involved by being prompted to actively enter or specify verification information in or to the verification unit. The verification unit then sends the verification information back to the control unit as a request response.

[0037] In a third configuration, the control unit sends a request to the verification unit to transmit the verification information. This verification unit then sends stored or entered verification information as a response to the request back to the control unit. This can be done, for example, using key cards or memory cards containing relevant information or codes. The operator only needs to be in close proximity to the train coupling.

[0038] According to a particularly advantageous advanced training, verification to increase security is not only carried out in one stage but in multiple stages through the repeated exchange of verification information between the control unit and the verification unit.

[0039] To prevent unauthorized access to verification information and to make external attacks more difficult, verification information is dynamically assigned to the verification device and / or the control device by an allocation device and stored in it or generated by appropriate algorithms.

[0040] The evaluation performed in the control unit can be carried out in different ways. One possibility is to generate an evaluation result from... the direct comparison of the verification information stored in the control unit or assigned to it via the allocation unit and the verification information transmitted via the verification unit, or a function consisting of the verification information stored in the control unit or assigned to it via the allocation unit and the verification information transmitted via the verification unit, where, if an evaluation result confirming the actuation request is available, the uncoupling device is controlled according to the actuation request.

[0041] The verification information provided by the verification device is advantageously a general piece of information that serves as verification information for the operation of all couplings within a predefined area, such as a shunting yard. All couplings within this area are then assigned the same verification information. The operator can then be easily equipped with a verification device that does not require active operation and contains the general information, from which it can be easily read.

[0042] In the case of verification by means of a non-active action by the operator, but rather by automatic reading of the verification information from a verification device, for example a key card containing the verification information, the authorized operator only needs to be in the immediate vicinity of the respective coupling after specifying the actuation requirement, for example by pressing a button switch on a wagon.

[0043] The solution according to the invention is explained below with reference to figures. The following details are shown therein: Figure 1 shows a section of a train consist; Figure 2 shows a simplified schematic representation of the basic structure of an uncoupling system; Figure 3 illustrates the uncoupling procedure using a flowchart; Figure 4 shows an advantageous embodiment of an uncoupling system.

[0044] Figure 1Figure 1 shows a section of a rail vehicle train 1, depicting two rail vehicles 2 and 3 arranged one behind the other and at least mechanically coupled to each other, in particular in the form of freight wagons. Each of the rail vehicles 2 and 3 has a coupling 4 at its opposite ends for coupling to a compatible coupling 5 of the adjacent rail vehicle. In the illustrated case, rail vehicle 2 is coupled to the coupling 5 on rail vehicle 3 via the coupling 4 on the rail vehicle 2. The couplings 4 and 5 are designed and equipped to enable at least a mechanical connection between the rail vehicles 2 and 3 for transmitting tensile and compressive forces.In addition, electrical connections, data connections and / or fluid connections between the rail vehicles 2, 3 can also be implemented via appropriate auxiliary devices provided on or associated with the train coupling. These auxiliary devices are assigned to each individual rail vehicle coupling 4, 5, preferably mounted at least indirectly on it.

[0045] The mechanical connection of two adjacent rail vehicles 2, 3 is achieved by engaging the coupling locks of both train couplings 4, 5. Each individual train coupling 4, 5 has a coupling head 6, which comprises a coupling head housing 7 and a coupling lock 8 with a locking mechanism. The coupling lock 8 is designed for a Figure 2The illustrated advantageous embodiment is designed as a rotary coupling with a coupling eye and a frog, wherein the frog is 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 a first end about a coupling eye axis and has a second free end. For uncoupling, each individual coupling 4 or 5 is assigned an uncoupling system 10 comprising an uncoupling device 9.

[0046] The basic structure of a decoupling system 10 is shown in a schematically simplified representation in the Figure 2This is shown in the illustration. It comprises a decoupling device 9 for moving the coupling lock 8 from a coupled to the uncoupled position, an electronic control unit 11 for controlling the decoupling device 9, and a first activation device 12 for specifying an actuation request for the decoupling device 9. There are several possibilities for specifying the actuation request. This can be done, for example, manually by actuating a switch, selecting a button, operating a lever, or by input via a communication medium, such as a mobile phone or control panel. The control unit 11 includes at least one interface 13 for internal communication or communication with external devices, in particular for coupling with the first activation device 12 and the decoupling device 9.According to the invention, the actuation request in the control unit 11 is not directly converted into a control variable for the decoupling device 9, but only after verification of this actuation request. For this purpose, a verification device 14 is provided to specify verification information for the actuation request, which can be coupled to the control unit 11 via an interface of the interface device 13. The control unit 11 is designed and configured to evaluate the information transmitted by the verification device 14 and, upon detecting information confirming the actuation request, to convert the actuation request specified via the activation device 12 for controlling the decoupling device 9, in particular to output the required control variable or the control variable for the actuating device 16 of the decoupling device 9 in order to control it.

[0047] In its simplest form, the control unit 11 includes an evaluation unit 15, in which the verification information for the actuation request is evaluated. The result is output to the decoupling unit 9 via the interface unit 13.

[0048] The interface device 13 includes transmitting and receiving means for information, in particular the signals representing the information for communicating with the activation device 12, the verification device 13 and the uncoupling device 9 or the actuating device 16 associated therewith.

[0049] Depending on the training of the individual facilities 12 and 14, the interface facility 13 includes corresponding interfaces, in particular in the form of data interfaces, machine interfaces, network interfaces, user interfaces, etc.

[0050] The basic procedure for uncoupling is in Figure 3The process is as follows: For the desired uncoupling, for example in a shunting yard, in the first step of the procedure, an actuation request X-EK is issued for at least one of the coupled train couplings 4, 5 for the uncoupling device 9 via the first activation device 12. This information is supplied to the control unit 11. The control unit 11 is designed and configured such that the actuation request X-EK is not immediately converted into the required control signal, in particular the required control variable Y-EK for controlling the actuating device of the uncoupling device 9, but is initially put "on hold". Only when information confirming the actuation request X-EK is available as an evaluation result T is the control variable Y-EK output and the uncoupling device 9 controlled.Regarding the possibilities of verifying the operating requirement X-EK and consequently also the training of the verification unit 14, there are a multitude of possibilities.

[0051] A particularly advantageous design of the entire uncoupling system 10 is in Figure 4The figure is shown in a simplified schematic representation of a section of the end area of ​​a rail vehicle 3 with the attached coupling 4 for interaction with a counter-coupling 5. The rail vehicle is, for example, a freight wagon, i.e., a vehicle without its own drive and without a driver's cab. Each coupling 4, 5 includes an uncoupling device 9 for actuating the coupling lock 8 from a "coupled" position to a "disconnected" position. Each coupling 4, 5 can be assigned such an uncoupling system 10. The design is explained here only for the uncoupling system 10 assigned to coupling 4. The uncoupling system 10 includes an activation device 12, which, in the illustrated case, is designed as a stationary, manually operated actuating element in the form of a push-button switch.Preferably, the activation device 12 comprises two such actuating elements 17.1, 17.2, which are arranged on both sides of the car body of a rail vehicle 2 at the rear end. Preferably, the arrangement is mirror-symmetrical with respect to a longitudinal axis of the rail vehicle 2. The arrangement on both sides allows an actuating request X-EK to be specified from the same side, regardless of the orientation of the rail vehicle 2. That is, at least one actuating request X-EK can always be specified via one of the actuating elements 17.1, 17.2 of the first activation device 12. It is also conceivable that the request can be specified simultaneously or sequentially at both actuating elements 17.1, 17.2. The actuating requests – for example, X-EK17.1 and / or X-EK17.2 – can be specified.The two requests are fed to the control unit 11 via interface 13 and are not processed by the control unit until information verifying the actuation request X-EK is available; that is, they are put on hold and preferably completely deleted after a predefined period. The verification of the actuation request X-EK17.1 or X-EK17.2 is carried out via a verification device 14. In the illustrated case, this is an external device, which is, for example, a mobile device 18. The mobile device 18 is designed and configured to communicate with the control unit 11. Depending on the design, the operator must actively pre-enter or enter the verification information, or it is automatically transmitted to the control unit 11 as a response via appropriate transmitting and receiving means on the mobile device 18 upon request.In particular, when the mobile external device 18 is configured as a verification information carrier in the form of a key card with storage capacity for verification information and transmitting and receiving means for communication with the control unit 11, the latter can request a code stored in the key card as verification information from the control unit 11 as a verification information request and transmit it as a request response to the control unit 11 without any action required from the operator carrying the key, provided the operator is within the immediate vicinity of the control unit 11. Communication between the verification device and the control unit takes place via near-field communication.

[0052] Preferably, the key code, and thus the verification information of the verification device, is not static but is reassigned via an assignment device, which may be in the form of an external control unit, for example, a control center of a marshalling yard or another higher-level central control unit of the verification device, in particular to the key, at predefined intervals or as needed. The assignment can, for example, be carried out in such a way that the respective verification information applies to all vehicles in a marshalling yard. Preferably, for comparison purposes, the same code is stored in the control units 11 of the individual couplings of the vehicles located in the marshalling yard.The control unit 11 is assigned a code so that verification in the control unit 11 can be carried out by simply comparing the code transmitted by the verification unit 14 with the code stored in the control unit 11. The operator only needs to be in the immediate vicinity of the respective coupling for which they are actively issuing an actuation request. This simplifies the shunting process while simultaneously meeting increased safety requirements against incorrect or unauthorized actuation or imposition of the actuation request.

[0053] The predefined area in which such a verification device is effective preferably extends over the marshalling yard. A further expansion is also conceivable, for example to the marshalling yards of a company. Reference symbol list

[0054] 1 Rail vehicle assembly 2 Rail vehicle 3 Rail vehicle 4 Train coupling 5 Train coupling 6 Coupling head 7 Coupling head housing 8 Coupling lock 9 Uncoupling device 10 Uncoupling system 11 Control unit 12 Activation device 13 Interface device 14 Verification device 15 Evaluation device 16 Actuating device 17.1, 17.2 Actuating elements 18 Mobile device

Claims

1. A decoupling system (10) for an automatic draught coupling (4, 5), in particular of a rail-bound vehicle, in particular a rail vehicle (2, 3) in the form of a freight car, comprising a decoupling device (9) with an actuator (9) that can be connected to a dome lock (8) of the draught coupling (4, 5) for moving the dome lock (8) from a coupled position to a decoupled position; an activation device (12) for specifying an actuation request (X-EK) for the decoupling device (9) for moving the dome lock (8) from a coupled position to a decoupled position; a control device (11) associated with the draught coupling (4, 5) for controlling the decoupling device (9), with an interface for at least indirect coupling with the activation device (12), characterized in that the control device (11) comprises a second interface for coupling to a verification device (14) for specifying verification information (X-V) for the actuation request (X-EK), and the control device (11) is designed and set up in such a way that it evaluates the verification information (X-V) specified via the second interface (X-V) provided via the second interface and, if the evaluation result verifies the actuation request (X-EK), to control the decoupling device (9) in accordance with the actuation request (X-EK) provided by the activation device (12).

2. Decoupling system (10) according to Claim 1, characterized in that the coupling between the control device (11) and the activation device (12) and / or the control device (11) and the verification device (14) is designed as a wireless connection, in particular a radio connection such as Bluetooth or WLAN.

3. Decoupling system (10) according to Claim 1, characterized in that the coupling between the control device (11) and the activation device (12) and / or the control device (11) and the verification device (14) is designed as a wired connection.

4. Decoupling system (10) according to one of Claims 1 to 3, characterized in that the control device (11), the activation device (12) and / or the verification device (14) each comprise transmitting and / or receiving means for the uni- or preferably bidirectional exchange of information.

5. Decoupling system (10) according to one of Claims 1 to 4, characterized in that the activation device (12) comprises a manually operable preset device (17.1, 17.2) for presetting the actuation request (X-EK), which is designed in particular as a device selected from the following devices: - a preset or actuation device that can be arranged in a stationary manner in or on the rail-bound vehicle carrying the draught coupling, in particular a lever, switch, button, touchscreen, display; - a mobile preset device, in particular a remote control; mobile phone; smartphone, laptop; computer.

6. Decoupling system (10) according to one of Claims 1 to 5, characterized in that the verification device (14) is a manually operable preset device for presetting the verification information, which is designed in particular as a device selected from the following devices: - a preset device that can be arranged in a stationary manner in or on the rail-bound vehicle carrying the draught coupling, in particular a lever, switch, button, touchscreen, display; - a mobile preset device, in particular a remote control; mobile phone; smartphone, laptop; computer.

7. Decoupling system (10) according to Claim 5 or 6, characterized in that the manually operable preset device for presetting the verification information (X-V) is formed by the manually operable preset device (17.1, 17.2) for presetting the actuation request (X-EK), wherein the actuation request (X-EK) and the verification information (X-V) are present with a time offset and the control device (11) is designed and set up in such a way that it recognizes the verification information (X-V) from the pattern of actuation of the preset device (17.1, 17.2) to recognize the verification information (X-V).

8. Decoupling system (10) according to one of Claims 1 to 6, characterized in that the verification device (14) comprises a verification information carrier device for storing static verification information (X-V) or verification information that can be dynamically assigned to it, and transmitting and / or receiving means for exchanging information with the control device (11) and / or an assignment device for transmitting the verification information (X-V) to the verification carrier device, in particular the verification device (14) comprises at least transmitting means for transmitting the verification information (X-V) to the control device (11) and at least one of the following receiving means: - receiving means for receiving verification information transmitted by an assignment device; - receiving means for receiving a verification information request from the control device (11).

9. Decoupling system (10) according to Claim 8, characterized in that the control device (11) comprises a memory unit for storing static or dynamically assignable verification information via a third interface for coupling with an assignment device and for evaluating the verification information that can be specified by the verification device (14) (X-V) provided by the verification device (14), and the control device (11) is designed and configured to evaluate the actuation request (X-EK), verification information (X-V) and second verification information.

10. Automatic draught coupling (4) for mechanical coupling with a counter draught coupling (5) of a rail-bound vehicle, in particular a rail vehicle, comprising a coupling head (6) with a coupling head housing (7) and a dome-shaped closure (8), wherein the dome-shaped closure (8) is in particular a rotary closure with a dome-shaped eye and a dome-shaped closure (8) between a coupled position and a release position, and wherein the dome-shaped closure (8) is in particular a rotary closure with a dome-shaped eye and a dome-shaped closure (8) between a coupled position and a release position. (7) and a dome lock (8), wherein the dome lock (8) is designed in particular as a rotary lock with a coupling eye and a core piece that can be rotated about a main axis between a coupled position and a decoupled position, and a decoupling system (10) according to one of Claims 1 to 9.

11. Rail-bound vehicle, in particular a rail vehicle (2, 3) with an automatic draught coupling (4, 5) according to Claim 10, characterized in that the activation device (12) is arranged stationary on the vehicle (2, 3) and comprises a manually operable actuation device (17.1, 17.2), in particular a push-button switch, which is coupled to the control device (11) associated with the draught coupling (4, 5).

12. Rail-bound vehicle, in particular a rail vehicle (2, 3) with an automatic draught coupling (4, 5) according to Claim 11, characterized in that the verification device (14) is operated by a mobile device located in the near field of the draught coupling (4, 5), in particular a key card with storable verification information (X-EK) and transmitting and receiving means, or a smartphone, a laptop, a remote control with an input device for the verification information (X-EK) by an operator.

13. Method for decoupling a draught coupling (4) coupled to a counter draught coupling (5), comprising a dome lock (8) and a decoupling system (10) associated with the draught coupling (4) with a decoupling device (9) that can be operatively connected to the dome lock (8) of the draught coupling (5) for moving the dome lock (8) of the draught coupling (4) from a coupled position to a decoupled position; in which an operator issues an actuation request (X-EK) to move the dome lock (8) from a coupled position to a decoupled position, and the control device (11) controls the decoupling device (9) for moving the dome lock (8) from a coupled to a decoupled position as a function of the actuation request (X-EK), wherein actuation only takes place when or after information confirming verification of the actuation request (X-EK) is available.

14. Method according to Claim 13 with a decoupling system (10) according to one of Claims 1 to 10, in which a) an actuation request (X-EK) for controlling the decoupling device (9) to move the dome lock (8) from a coupled position to a decoupled position is specified via an interface of a control device (11) of the decoupling device (9); b) verification information (X-V) for confirming the actuation request (X-EK) is specified via a further second interface of the control device (11); c) the actuation request (X-EK) and the verification information (X-V) are evaluated in the control device (11) and, if the evaluation result confirms the verification of the actuation request, the control device (11) controls an actuator of the decoupling device (9) in such a way that the actuator moves a dome lock (8) of the draught coupling (4), which is operatively connected thereto, from its coupled position to its decoupled position.

15. Method according to Claim 13 or 14, in which the control device (11), upon or after receiving the actuation request (X-EK), checks within a predefined period of time for the presence of verification information (X-V) that can be specified by the verification device and, if this is not present, suspends the actuation request.

16. Method according to one of Claims 13 to 15, in which the actuation request (X-EK) is specified by the active actuation of a specification device by an operator, in particular the active actuation of an actuation element (17.1, 17.2) in the form of a lever or switch, which is at least indirectly coupled to the first interface of the control device (11).

17. Method according to one of Claims 13 to 16, in which the operator, after specifying the activation request (X-EK), enters or specifies the verification information (X-V) at an input device of the verification device (14), in particular an external mobile device (18), and the verification device (14) sends the verification information (X-V) to the control device (11).

18. Method according to one of Claims 13 to 17, in which the control device (11) sends a request to the verification device (14) to transmit the verification information (X-V) to the control device (11) and verification information (X-V) stored or entered in the verification device (14) (X-V) stored or entered in the verification device (14) is sent to the control device (11) as a response to the request in order to specify the verification information (X-V) at the control device (11).

19. Method according to one of Claims 13 to 16, in which the control device (11) sends a request to the verification device (14) to transmit the verification information (X-V) to the control device (11) and the operator is prompted to actively enter or specify verification information (X-V) to or in the verification device (14), and the verification device (14) sends the verification information (X-V) to the control device (11) as a response to the request.

20. Method according to one of Claims 13 to 19, characterized in that the verification of the actuation request (X-EK) is performed in multiple stages by repeatedly exchanging verification information (X-V) between the control device (11) and the verification device (14).

21. Method according to one of Claims 13 to 20, in which verification information is dynamically assigned to the verification device (14) and / or the control device (11) by an assignment device and stored therein.

22. Method according to one of Claims 20 to 21, in which the evaluation result from the comparison or a function from the verification information stored in the control device (11) or assigned to it via the assignment device and the verification information transmitted via the verification device (14) is formed in the control device (11) (X-V) stored in the control device (xml-ph-0000@deepl.internal) or assigned to it via the assignment device, and, if there is an evaluation result confirming the actuation request (X-EK), controls the decoupling device (9) in accordance with the actuation request (X-EK).

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