Automatic coupling system for determining a carriage order and / or an orientation of a rail traffic carriage in rail freight traffic

Abstract

The invention relates to an automatic coupling system comprising a first coupling unit (2a, 2B) for arrangement at a first end of a rail traffic carriage and second coupling unit (2A, 2B) for arrangement at a second end of the rail traffic carriage, wherein the first and the second coupling unit (2A, 2B) each comprise the following: - at least one coupling device (3A, 3B) for mechanically coupling the rail traffic carriage to a further rail traffic carriage and / or to a rail traffic locomotive with a corresponding coupling device (3A, 3B) so as to transmit signals, wherein the coupling device (3A, 3B) has at least one signal-transmitting interface which can be connected or is connected to a corresponding interface of a coupling device of the further rail traffic carriage and / or of the rail traffic locomotive so as to transmit signals, - wherein at least one, in particular both, coupling unit(s) (2A, 2B) is / are designed to detect a signal which is transmitted via the interface of the coupling unit (2A, 2B).

Description

[0001] Automatic coupling system for determining a wagon sequence and / or an orientation of a rail wagon in rail freight transport

[0002] Description

[0003] The present invention generally relates to solutions for automating train formation and train separation processes in rail freight transport.

[0004] In particular, the invention relates to an automatic coupling system for determining a wagon sequence and / or an orientation of a rail wagon in rail freight transport.

[0005] The detection and recording of carriage orientation and train sequence is well known in passenger rail transport. In this case, several so-called operational units are first coupled together to form longer train sets ("multiple traction"). Coupling of such traction vehicles is currently carried out exclusively by means of automatic couplings, which establish a mechanical connection as well as electrical connections via a suitably equipped electrical contact coupling.

[0006] To control the resulting train formation, a so-called "train inauguration" must be carried out, which ensures that the newly formed train formation can be safely and completely controlled and monitored from a single location, i.e., a manned driver's cab. A "train inauguration" is the initialization of the communication system of a newly formed train formation. The train inauguration establishes the functionality of the communication system for the electronic systems within the train formation. It is a fundamental task of the communication system and essentially involves the logical addressing of the communication nodes in the individual vehicles, integrating the determination of variable train-specific parameters (carriage sequence, carriage alignment, last car).This is understood as the creation of a train assignment table in which the car numbers (worldwide unique vehicle identification) and their alignment are assigned to the logical addresses in the communication system.

[0007] The train inauguration process is initiated by the leading vehicle (traction unit). At the end of the process, the position and orientation of each (intelligent) car are known. On this basis, communication between electronic systems can be established between all vehicles / cars in the train, and further cross-system or system-specific initialization functions can be performed. After the train inauguration, a cyclical message exchange continuously ensures that the system is functional and the train is complete.

[0008] A train inauguration, for example, is coordinated by the central train control systems (TCMS) installed on each railcar. These systems typically first negotiate a master train control system, which then coordinates and controls key processes for the train inauguration and the so-called train preparation service (e.g., brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support train formation and train inauguration with corresponding functions. The so-called Train Communication Network (TCN) according to IEC / IN61375-X is often used for this purpose.

[0009] For example, US Pat. No. 4,689,602 relates to a system for determining the sequence of carriages in a train. The sequence is determined by starting the input of a signal to the data transmission device of the leading carriage and forwarding it to the following data transmission device of the following and subsequent carriages, as well as evaluating the output signals. The sequence is stored in a central memory on the leading carriage of the train. A disadvantage is that the system known from this prior art operates on the basis of various failure-prone control and monitoring relays in each carriage, for which a special control line must also be provided. To detect the sequence of the carriages, the control line must also be interrupted.

[0010] In particular, it is generally known from rail vehicle technology that for train inauguration, i.e. for initializing a data communication system of the train after a new formation of the train or after a change in the train composition, a query is obtained from each individual wagon assigned to the train at the request of a central unit performing a master function, which is to assume control of the train, in order to automatically determine the number of wagons, a wagon sequence, and a right / left orientation of the wagons within the train. To implement such a method, it is known to couple each wagon of the train to a train bus via which the data exchange takes place. For example, physical cables or a radio bus can be used as the train bus.

[0011] A radio bus offers the advantage that there is no need to connect an electronic / electrical connection line between the individual cars to set up the train bus, since the data is transmitted wirelessly, i.e. wirelessly.

[0012] However, this is disadvantageous, particularly when a train christening is to be carried out with several trains in close proximity, because it is possible for the carriages to be assigned to the respective train / train formation in an ambiguous manner. Radio transmission can inadvertently result in the logical assignment of a carriage located in an adjacent train formation to the "wrong" train formation. To avoid this, complex precautions and complex communication mechanisms and protocols must be implemented.

[0013] Furthermore, this technology for initializing a train's data communication system (train naming) is relatively complex due to the hardware required and is not attractive for rail freight transport. The publication DE 10 2017 113 213 A1 discloses an arrangement for the automated determination of a wagon sequence or verification of the completeness of a rail vehicle with multiple wagons. Such arrangements based on positioning systems or wagon-to-wagon communication via radio, with each wagon transmitting the information of the other wagons to the railcar, are known. The proposed solution is based on the detection of a clearly defined, mechanical movement of a coupling hose element during coupling from the vertical to the horizontal and during uncoupling from the horizontal to the vertical.To convert a change in the position of the coupling hose element into the wagon sequence information, an electronic device is proposed that can be arranged or mounted on the coupling hose element and is permanently coded with the respective wagon number. The position of the coupling hose element is detected by a sensor and converted by an external data processing device.

[0014] The publication DE 20 2012 012 558 Ul describes a system for automatically recording the carriage sequence in a train, in which at least two rail vehicles of the train are each provided with a pressure measuring device in the main air line and at least one time measuring device, wherein a pressure drop or a pressure build-up during a brake test is recorded in such a way that the affiliation of the rail vehicles to a train set and the carriage sequence can be determined from the time differences between the onset of the pressure drop or pressure build-up in the individual pressure measuring devices.

[0015] The document DE 199 29 644 A1 describes a system for initialising trains based on a data communication system in which the information is accessible to all communication participants during the initialisation phase.

[0016] The document DE 10 2017 208 888 A1 discloses a method for detecting a configuration of a combination with at least two coupled train parts.

[0017] Document DE 295 21 037 Ul shows a system for data communication in freight trains. Document DE 20 2012 012 558 Ul describes a system for automatic wagon sequencing in a train.

[0018] The invention is based on the object of enabling an automated determination of a carriage direction and / or a carriage sequence in a train combination, which is advantageously designed compared to the prior art.

[0019] This object is achieved by an automatic coupling system comprising: a first coupling unit for arrangement at a first end of a rail vehicle; a second coupling unit for arrangement at a second end of the rail vehicle;wherein the first and the second coupling unit each comprise the following: at least one coupling device for the mechanical and signal-transmitting coupling of the rail vehicle to another rail vehicle and / or a rail multiple unit with a corresponding coupling device, wherein the coupling device has at least one signal-transmitting interface which can be or is connected in a signal-transmitting manner to a corresponding interface of a coupling device of the another rail vehicle and / or the rail multiple unit, wherein at least one, in particular both, coupling unit(s) are designed to detect a signal which is transmitted via the interface of the coupling unit;

[0020] The proposed solution makes it possible to determine the orientation of a rail vehicle having two coupling units, for example, a freight car, during a coupling process or based on the coupling state of the coupling units of the rail vehicle, particularly in relation to a train. A railcar can be configured to emit a defined signal, which is transmitted to the railcar via the interface when the railcar is coupled to a railcar with a coupling system according to the invention. In this way, the coupling system can detect whether or not it is connected to a coupling of a railcar by detecting the signal.The coupling system according to the invention is also able to detect on which side of the rail vehicle the signal is transmitted and can therefore determine the orientation of the vehicle in the train and with regard to the position of the railcar.

[0021] In particular, the clutch unit can comprise at least one clutch control unit configured to detect the signal transmitted via the clutch unit interface. Such a clutch control unit can have signal detection elements, such as measuring devices or sensors, that can measure or detect the signal or certain parameters of the signal.

[0022] In an advantageous embodiment, the coupling unit comprises at least one relay with which an electrical connection between the first coupling unit and the second coupling unit can be connected and disconnected, in particular wherein the coupling control unit can control the relay assigned to the coupling unit, preferably as a function of a detection of the signal.

[0023] This allows the signal to be relayed within the rail vehicle between the coupling units. This makes it possible to determine a time delay between the arrival of the signal at the first coupling unit and the second coupling unit, and from this, to determine the orientation of the rail vehicle relative to the railcar. It should be noted that the coupling control units are also designed to detect a signal that is not transmitted via the interface, but rather that is transmitted via an electrical connection from one coupling unit to another.

[0024] In a further advantageous embodiment, the clutch control unit to which the relay is assigned opens or keeps the relay open when the clutch control unit detects no signal or a signal below a threshold value that is transmitted via the interface of the clutch unit, and the clutch control unit to which the relay is assigned closes the relay when the clutch control unit detects that a signal is transmitted via the interface of the clutch unit or that a signal transmitted via the interface of the clutch unit exceeds a threshold value.

[0025] By closing the relay when the signal is present at the coupling unit on one side of the rail car, the signal is forwarded to the second or subsequent coupling unit. The subsequent coupling unit can then recognize that the signal originates from the first coupling unit, i.e., from within the rail car.

[0026] This allows the side of the additional coupling unit to be determined as the end of the train.

[0027] Furthermore, it may be advantageous if the coupling unit has at least one sensor which is designed to detect whether the coupling unit to which the sensor is assigned is open or closed, in particular wherein the sensor is designed to detect whether the coupling device of the coupling unit is mechanically and / or signal-transmittingly coupled to a corresponding coupling device of an adjacent rail vehicle or railcar or not.

[0028] A mechanical coupling is understood in particular to mean that the coupling unit couples the rail vehicle to another rail vehicle or railcar in such a way that a sufficient mechanical connection exists between the vehicles to allow them to be pulled or pushed within a train. The sensor thus detects whether a mechanical part of the coupling is properly closed, in particular, so that the train, at least as far as the relevant coupling unit is concerned, is operational and permissible.

[0029] In addition, it may be advantageous if the first coupling unit and the second coupling unit are connectable to one another, in particular electrically, in a signal-transmitting manner, in particular wherein the first coupling unit and the second coupling unit are configured such that one coupling unit closes an electrical connection to the respective other coupling unit, preferably by closing the relay assigned to the coupling unit, when one coupling unit detects a signal that is transmitted via the interface.

[0030] The signal transmitted by a railcar or locomotive via the interface can advantageously be an electrical signal, in particular an operating voltage provided by the railcar. Such an electrical signal is transmitted very quickly and robustly and can be detected using simple means.

[0031] In addition, the first coupling unit and / or the second coupling unit can be configured such that the coupling unit closes an electrical connection to the respective other coupling unit, preferably by closing the relay associated with the coupling unit, when the sensor associated with the coupling unit detects that the coupling unit is mechanically coupled to a corresponding coupling device of an adjacent rail vehicle or railcar.

[0032] In this way, it can be determined that the coupling unit is located at the end of the train. If the mechanical coupling is closed and no signal is transmitted via the associated interface, this provides an initial indication that no railcar is connected to this coupling unit. If the associated relay is closed after the mechanical coupling is closed and the signal is detected at the coupling control unit, it can be determined that the signal was initially present within the train, so that the side of this coupling unit is determined as the end of the train.

[0033] Furthermore, it is advantageous if the first coupling unit and / or the second coupling unit are configured such that the coupling unit opens or keeps open an electrical connection to the respective other coupling unit, preferably by opening or keeping open the relay assigned to the coupling unit, when the sensor assigned to the coupling unit detects that the coupling unit is not mechanically coupled to a corresponding coupling device of an adjacent rail vehicle or railcar, in particular when the coupling unit is in an open position. In this way, it can be detected whether and which coupling unit is open. If one side of the rail vehicle is determined as the train side and it is detected that the coupling unit on the opposite side of the vehicle remains open, this side of the vehicle can be determined as the end of the train.If the electrical connection between the coupling units remains open, the electrical contacts on the open coupling unit remain voltage-free, thus preventing any danger to an operator.

[0034] In a further advantageous embodiment of the invention, the automatic coupling system comprises a wagon control unit which is connected to the coupling control units in a signal-transmitting and / or data-transmitting manner, in particular wherein the coupling control units transmit a previously determined orientation of the rail vehicle in the train to the wagon control unit, or in particular wherein the coupling control units transmit to the wagon control unit whether and when a signal transmitted via the interface was transmitted and the wagon control unit determines the orientation of the rail vehicle in the train.

[0035] In this way, a central unit is assigned to the rail vehicle, which knows the orientation of the vehicle relative to the railcar and to the end of the train within the train set.

[0036] Furthermore, it may be advantageous if the signal is an electrical signal, in particular wherein the clutch control unit can detect, in particular measure, an electrical voltage or an electrical potential or an electrical current strength of the signal.

[0037] An electrical signal can be transmitted very quickly and robustly and detected using simple means. Furthermore, it can be easily provided by the railcar and transmitted via the interface.

[0038] It may also be advantageous if the coupling system has a train control unit which is connectable or connected to one or more wagon control units in a signal-transmitting and / or data-transmitting manner and which is configured to automatically create a train connection plan from the orientation of the rail vehicle(s) in the train connection transmitted by the wagon control unit(s) and / or from wagon identification data transmitted by the wagon control unit(s) and to initialize a train control by entering the train connection plan.

[0039] This makes it possible to provide a central control unit for the train system that can communicate with all the train system's car control units. The orientation and identity of each car can thus be automatically processed into a train system plan, particularly using a corresponding data processing program.

[0040] Furthermore, it may be advantageous if a coupling unit which is not coupled to a coupling unit, in particular a corresponding coupling unit, of another rail vehicle transmits a, in particular continuous or cyclical, coupling-open signal to a vehicle control unit, in particular wherein the vehicle control unit transmits the coupling-open signal to a train control unit.

[0041] This provides the wagon control unit and, if applicable, a connected train control unit with a continuous signal defining the end of the train. The train control unit can thus continuously check the integrity of the train.

[0042] The invention is described in more detail below using an exemplary embodiment with reference to the accompanying drawings.

[0043] They show:

[0044] FIG. 1 shows schematically a rail vehicle with an automatic coupling system according to the invention;

[0045] FIG. 2 shows a flowchart for the recognition of a rail vehicle as an intermediate car using the automatic coupling system according to the invention; and FIG. 3 shows a flowchart for the recognition of a rail vehicle as an end car using the automatic coupling system according to the invention.

[0046] FIG. 1 schematically shows a rail vehicle, for example, a freight car 1, with an automatic coupling system according to the invention. The freight car 1 has two coupling units 2A, 2B, one of which is arranged at each end of the freight car 1. The coupling units 2A, 2B serve to couple additional rail vehicles or a railcar, for example, a locomotive 10, to the freight car 1. The locomotive 10 provides the drive for the train.

[0047] A coupling of a locomotive 10 to the freight car 1 defines the side of the freight car 1 to which the locomotive 10 is coupled as the locomotive side, or also the railcar side of the freight car 1 in the train.

[0048] Accordingly, a non-locomotive side or train end of freight car 1 is defined as the side at which freight car 1 is only coupled to other railcars that are not railcars. Even if no other railcar is coupled to the side of freight car 1 opposite the locomotive side, this side is to be understood as the non-locomotive side or train end and is defined as such.

[0049] Train constituents composed as multiple-locomotive trains are also possible, for example, with a second, third, or fourth locomotive within the train constituent, whereby the locomotives can be arranged between rail vehicles, between rail vehicles and locomotives, or even between two locomotives. The coupling units of locomotives arranged within the train constituent can be designed in the same way or have the same functions as the coupling units 2A, 2B of the automatic coupling system according to the invention. This makes it possible not to leave a partial end of the train open, but to couple a locomotive whose coupling system is analogous to the coupling system according to the invention or includes a coupling system according to the invention.

[0050] Each coupling unit 2A, 2B has a mechanical and a signal-transmitting coupling device 3A, 3B. The mechanical part and the signal-transmitting part of the coupling device 3A, 3B can be designed either separately from one another or as components integrated into one another. The mechanical part of the coupling unit 2A, 2B couples a corresponding mechanical part of a coupling unit of another rail vehicle in such a way that a mechanically sufficient connection is created between the rail vehicles that operation of the train comprising the coupled rail vehicles is possible and permissible. The signal-transmitting part of the coupling device 3A, 3B is designed such that sufficient contact protection is provided when the coupling device 3A, 3B is open, particularly when the signal is provided as an electrical signal.The signal-transmitting part is also provided with sufficient strain relief so that no inadmissible mechanical forces are transmitted to the signal-transmitting interface or any associated components, such as cables or connectors.

[0051] Furthermore, each coupling unit 2A, 2B comprises a respective coupling control unit CCU_A, CCU_B, each of which has a relay 4A, 4B. In particular, the coupling control unit CCU_A, CCU_B can be electrically connected in parallel to the relay 4A, 4B assigned to the respective coupling control unit CCU_A, CCU_B. The coupling control unit CCU_A, CCU_B can also detect a transmission of the signal via the interface between the coupling unit of the adjacent rail vehicle and its own coupling unit 2A, 2B, as well as a transmission of the signal via the electrical connection or line 7 from one coupling unit 2A, 2B to the other.

[0052] The coupling control units CCU_A, CCU_B can transmit information to a wagon control unit WCU, for example whether one of the coupling units 2A, 2B and, if so, which one, is coupled to a railcar or a railcar or a series of railcars that are coupled to a railcar. Alternatively or additionally, the coupling control units CCU_A, CCU_B can transmit information as to whether and, if so, which of the coupling units 2A, 2B is not coupled to a railcar or a railcar. This makes it possible to couple a railcar, which has an automatic coupling system according to the invention, to a train, whereby the railcar orthe WCU of the rail vehicle receives the information immediately during or after the coupling process as to whether, and if so, which end of the rail vehicle is coupled to the train, and whether the train includes a railcar or not.

[0053] The electrical lines 7 can be interrupted or closed using relays 4A, 4B. The clutch control units CCU_A, CCU_B can each open or close their assigned relays 4A, 4B. For example, the clutch control unit CCU_A can close relay 4A if the clutch control unit CCU_A detects that a signal, e.g., an operating voltage of 400V, is being transmitted via the interface. If relay 4A is closed, the signal is forwarded via electrical line 7. The clutch control unit CCU_B detects the signal transmitted via electrical line 7. At the same time, or when prompted by the detection of the signal, the clutch control unit CCU_B uses the sensor to check whether the mechanical clutch of the clutch unit 2B is properly closed or opened.

[0054] If the mechanical coupling is properly closed, the coupling unit 2B closes relay 4B, so that the signal is transmitted or forwarded to the next attached railcar via the relay and the interface of the coupling unit 2B. The coupling control unit CCU_B also detects, for example, based on the sequential switching of the signal, that the signal was forwarded via electrical connection 7 and not received via the interface of the associated coupling unit 2B. This allows the coupling control unit CCU_B to determine its side of the railcar as the end of the train.

[0055] If the mechanical coupling is not properly closed, i.e., detected as open, the coupling unit 2B leaves relay 4B in the open position. This keeps the electrical contacts of the signal-transmitting coupling part de-energized, thus preventing any danger to the operator. Relays 4A, 4B make it possible to switch an electrical connection 7 through the railcar, so that a subsequent railcar coupled behind the railcar can also receive the signal emitted by the railcar when it couples to the preceding railcar.

[0056] The relays 4A, 4B also allow the signal to be forwarded, with a time delay, in a specific sequence from the coupling unit 2A, 2B coupled on the railcar side to the other coupling unit 2A, 2B, whereby it can be determined that it is not itself the coupling unit 2A, 2B on the railcar side.

[0057] The coupling control units CCU_A can also be connected to a wagon control unit WCU, for example, via a data bus 9, so that it receives information about the orientation of the freight car 1 with respect to the railcar 10. The additional coupling control unit CCU_B also performs a corresponding function.

[0058] The wagon control unit can also communicate with a train control system (TCMS).

[0059] Reference symbol list

[0060] 1 freight car

[0061] 2A, 2B coupling unit

[0062] 3A, 3B coupling device

[0063] CCLI-A, CCLI-B clutch control unit

[0064] 4A, 4B relay

[0065] 5 internal power supply

[0066] 6 electrical line of the internal power supply

[0067] 7 electrical cable between coupling units

[0068] 8A, 8B sensor data line

[0069] 9 Data bus

[0070] 10 railcars

[0071] 11 Energy supply

[0072] WCU Wagon Control Unit

[0073] TCMS train control system

Claims

Automatic coupling system for determining a wagon sequence and / or an orientation of a rail wagon in rail freight transport Automatic coupling system comprising: a first coupling unit (2a, 2B) for arrangement at a first end of a rail vehicle; a second coupling unit (2A, 2B) for arrangement at a second end of the rail vehicle; wherein the first and the second coupling unit (2A, 2B) each comprise the following: at least one coupling device (3A, 3B) for the mechanical and signal-transmitting coupling of the rail vehicle to another rail vehicle and / or a rail motor car with a corresponding coupling device (3A, 3B), wherein the coupling device (3A, 3B) has at least one signal-transmitting interface which is or is connected to a corresponding interface of a coupling device of the another rail vehicle and / or the rail motor car in a signal-transmitting manner, wherein at least one, in particular both, coupling unit(s) (2A, 2B) are configured to detect a signal transmitted via the interface of the coupling unit (2A, 2B). Automatic coupling system according to claim 1, characterized in that the coupling unit (2A, 2B) comprises at least one coupling control unit (CCU_A, CCU_B) configured to detect the signal transmitted via the interface of the coupling unit (2A, 2B).Automatic coupling system according to one of the preceding claims, characterized in that the coupling unit (2A, 2B) comprises at least one relay (4A, 4B) with which an electrical connection (7) between the first coupling unit (2A, 2B) and the second coupling unit (2A, 2B) can be connected and disconnected, in particular wherein the coupling control unit (CCU_A, CCU_B) can control the relay (4A, 4B) assigned to the coupling unit (2A, 2B), preferably as a function of a detection of the signal.Automatic coupling system according to one of the preceding claims, characterized in that the coupling control unit (CCU_A, CCU_B) to which the relay is assigned opens the relay or keeps it open when the coupling control unit (CCU_A, CCU_B) detects no signal or a signal below a threshold value that is transmitted via the interface of the coupling unit and that the coupling control unit (CCU_A, CCU_B) to which the relay is assigned closes the relay when the coupling control unit (CCU_A, CCU_B) detects that a signal is transmitted via the interface of the coupling unit or that a signal transmitted via the interface of the coupling unit exceeds a threshold value.Automatic coupling system according to one of the preceding claims, characterized in that the coupling unit (2A, 2B) in each case has at least one sensor which is designed to detect whether the coupling unit (2A, 2B) to which the sensor is assigned is open or closed, in particular wherein the sensor is designed to detect whether the coupling device (3A, 3B) of the. Coupling unit (2A, 2B) is mechanically and / or signal-transmittingly coupled to a corresponding coupling device of an adjacent rail vehicle or railcar. Automatic coupling system according to one of the preceding claims, characterized in that the first coupling unit (2A, 2B) and the second coupling unit (2A, 2B) are connectable to one another, in particular electrically, in a signal-transmitting manner, in particular wherein the first coupling unit (2A, 2B) and the second coupling unit (2A, 2B) are configured such that one coupling unit (2A, 2B) closes an electrical connection (7) to the respective other coupling unit (2A, 2B), preferably by closing the relay (4A, 4B) assigned to the coupling unit (2A, 2B), when one coupling unit (2A, 2B) detects a signal transmitted via the interface.Automatic coupling system according to one of claims 5 or 6, characterized in that the first coupling unit (2A, 2B) and / or the second coupling unit (2A, 2B) are configured such that the coupling unit (2A, 2B) closes an electrical connection (7) to the respective other coupling unit (2A, 2B), preferably by closing the relay (4A, 4B) assigned to the coupling unit (2A, 2B), when the sensor assigned to the coupling unit (2A, 2B) detects that the coupling unit (2A, 2B) is mechanically coupled to a corresponding coupling device of an adjacent rail vehicle or railcar.Automatic coupling system according to one of claims 5 to 7, characterized in that the first coupling unit (2A, 2B) and / or the second coupling unit (2A, 2B) are configured such that the coupling unit (2A, 2B) opens or keeps open an electrical connection (7) to the respective other coupling unit (2A, 2B), preferably by opening or keeping open the relay (4A, 4B) assigned to the coupling unit (2A, 2B), when the sensor assigned to the coupling unit (2A, 2B) detects that the coupling unit (2A, 2B) is not mechanically connected to a corresponding coupling device of an adjacent rail vehicle or railcar. is coupled, in particular when the coupling unit (2A, 2B) is in an open position. Automatic coupling system according to one of the preceding claims, characterized in that the automatic coupling system comprises a wagon control unit (WCU) which is connected to the coupling control units (CCU_A, CCU_B) for signal transmission and / or data transmission, in particular wherein the coupling control units (CCU_A, CCU_B) transmit a previously determined orientation of the rail vehicle in the train set to the wagon control unit (WCU), or in particular wherein the coupling control units (CCU_A, CCU_B) transmit to the wagon control unit (WCU) whether and when a signal transmitted via the interface was transmitted and the wagon control unit (WCU) determines the orientation of the rail vehicle in the train set.Automatic coupling system according to one of the preceding claims, characterized in that the signal is an electrical signal, in particular wherein the coupling control unit (CCU_A, CCU_B) can detect, in particular measure, an electrical voltage or an electrical potential or an electrical current of the signal. Automatic coupling system according to one of the preceding claims, further comprising a train control unit (TCMS) which is or can be connected to one or more wagon control units (WCU) for signal transmission and / or data transmission and which is configured to automatically create a train connection plan from the orientation of the rail vehicle(s) in the train connection transmitted by the wagon control unit(s) (WCU) and / or from wagon identification data transmitted by the wagon control unit(s) (WCU), and to initialize train control by entering the train connection plan. Automatic coupling system according to one of the preceding claims, characterized in that the coupling control unit (CCU_A, CCU_B) of a coupling unit which is not coupled to a coupling unit (2A, 2B), in particular a corresponding coupling unit, of another rail vehicle, transmits a, in particular continuous or cyclical, coupling-open signal to a vehicle control unit (WCU), in particular wherein the vehicle control unit (WCU) transmits the coupling-open signal to a train control unit (TCMS).

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