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] Uncoupling system, automatic train coupling and rail vehicle with an automatic train coupling with such an uncoupling system and method for uncoupling an automatic coupling mechanically coupled to a counter-train coupling

[0002] The present invention relates generally to track-guided vehicles and, in particular, to rail vehicles. More specifically, the invention relates to a decoupling system for an automatic train coupling for a rail vehicle and a train coupling with such a decoupling system, as well as a method for decoupling an automatic train coupling mechanically coupled to a counter train coupling.

[0003] An automatic train coupling is understood in particular to be a coupling for the mechanical connection of rail-bound vehicles, which automatically creates a mechanical connection when it meets a counterpart train coupling. Such automatic train couplings generally have a coupling head with a coupling housing and a coupling lock with a locking device. The coupling lock is designed as a rotary lock with a coupling eye and a frog, whereby the frog can be rotated about a main axis, namely between a coupled position and an uncoupled position. The coupling eye is connected to the frog by a first end or end region so that it can be rotated about a coupling eye axis and has a second free end or a second free end region. The frog has a mouth for receiving a corresponding second end or end region.a corresponding second end portion of a coupling eye of a counter-coupling coupling head. The uncoupled position is also generally referred to as the ready-to-couple position, since in this position the train couplers of the two car bodies can be moved toward each other and then coupled.

[0004] Uncoupling, i.e. breaking the mechanical connection between 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. For example, train couplings for coupling two rail vehicles in a rail vehicle formation for passenger transport are equipped with an automatically operated uncoupling device, usually a hydraulic uncoupling device, which is controlled in response to an actuation request to move the coupling lock from a coupled to an uncoupled position. Such rail vehicle formations with a traction vehicle are relatively static in terms of their structure and are only rarely uncoupled, i.e. separated. The separation of two rail vehicles in such a formation takes place centrally by actuating an activation device on the traction vehicle.This eliminates any chance of incorrect operation.

[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 an actuating force exerted manually by the operator to the coupling lock and moves the coupling lock from the coupled to the uncoupled position. These also lack the electrical connection between the coupled wagons, which would enable automatic central control.

[0006] The first versions of an automated uncoupling device currently being tested in freight trains are characterized by an electromechanical or electrohydraulic drive, which is arranged on the train coupling or integrated into the train coupling and can be operatively connected to the coupling lock. For this purpose, a control device is assigned to the uncoupling devices, to which an actuation request in the form of an uncoupling signal is fed and which controls the electromechanical or electrohydraulic uncoupling device, in particular the actuator, accordingly. The uncoupling signal present as an actuation request can be specified, for example, via a device arranged on the car body, in particular in the form of a push-button switch. In order to be able to be actuated both when the train is stationary and at low travel speeds, this is mounted on the outside of the car body and is thus easily accessible from the outside.This requires a large, easy-to-use push button (even with gloves in winter), but also a secure design against unauthorized activation. Mechanical protection via a key box would significantly limit ease of use and make it almost impossible to operate, especially while driving slowly.

[0007] The invention is therefore based on the object of designing a decoupling system for an automatic train coupling, an automatic train coupling and a rail vehicle with an automatic train coupling and such a decoupling system in such a way that, on the one hand, simple operation and accessibility of the activation device for specifying the actuation request for moving the coupling lock from a coupled to an uncoupled position is provided, but at the same time incorrect actuations which would result in an undesired separation of a rail vehicle combination or an undesired re-coupling or would prevent a desired coupling are avoided.

[0008] The inventive solution is characterized by the features of claims 1, 8, 9, and 10. Advantageous embodiments are described in the subclaims.

[0009] A decoupling system for an automatic train coupling, in particular of a track-bound vehicle, in particular a rail vehicle in the form of a freight wagon, comprising a decoupling device with an actuator operatively connectable to a coupling lock of the train coupling for moving the coupling lock into an uncoupled position; an activation device for specifying an actuation request for the decoupling device for moving the coupling lock into the uncoupled position, wherein the activation device is designed and arranged to be suitable for specifying actuation requests for different functional positions of the uncoupled position;a control device assigned to the train coupling for controlling the uncoupling device with an interface for at least indirect coupling to the activation device, characterized in that the control device comprises a second interface for coupling to a verification device for specifying verification information for the actuation request and the control device is designed and configured to evaluate the verification information specified via the second interface and, if an evaluation result verifying the actuation request is present, to control the uncoupling device in accordance with the actuation request specified by the activation device.;

[0010] A train coupling is understood to be a coupling for mechanically connecting two adjacent units, especially rail vehicles such as wagons. The connection serves to transmit both tractive and impact forces.

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

[0012] The uncoupling device, with an actuator operatively connectable to a coupling lock of the train coupling, is intended, in particular, for moving the coupling lock from a coupled position to a functional position of the uncoupled position. Furthermore, the uncoupling device also enables, in particular, a change between a first functional position of the uncoupled position and a second functional position of the uncoupled position. The design, functional principle, and structure of such end coupling devices can vary. For example, they can function purely pneumatically, hydraulically, electrically, electrohydraulically, electromechanically, etc. They can be arranged partially or entirely within the coupling head and / or the adjoining separate or integral coupling rod, or outside.An uncoupled position is a position in which there is no mechanical connection with the mating coupling and therefore no tensile forces are transmitted to the mating coupling. In the case of a coupling with a conical-funnel profile and a coupling lock designed as a rotary lock consisting of a frog and coupling eye, the functional positions of an uncoupled position are understood to include, in particular, the overdrawn position, a ready-to-couple position, and another functional position in which the coupling is mechanically uncoupled but coupling with the mating coupling is prevented by blocking or holding the rotary lock in a predefined position, and which functions as a buffer position.

[0013] The over-tightened position corresponds to a position in which contact with the coupling eye of the mating coupling is eliminated. The over-tightened position corresponds specifically to the maximum possible position during uncoupling. The ready-to-couple position corresponds to the position in which the rotary lock is locked. When the coupling is pushed together with the mating coupling, the locking mechanism is released, allowing the frog to be rotated.

[0014] A change between the functional positions is understood to mean in particular the change from the ready-to-couple position to the blocked position or vice versa.

[0015] “Verification” in the sense of the invention is understood in particular to mean the confirmation or correctness of information.

[0016] The term "facility" is not to be understood purely in terms of equipment. It specifically describes the functional interaction of components. These can, for example, be decentralized facilities with spatially separated components or virtual facilities.

[0017] The term "interface" describes in particular the physical and virtual connection options assigned to the control device for communication and exchange of information internally within the control device as well as with external devices.

[0018] 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 one another, and does not have to be protected by separate, complex structural protective measures, whereby incorrect operation is reliably avoided due to the required verification.

[0019] The interfaces and thus also the couplings between the control device and the activation device for specifying an actuation request and / or the control device and the verification device for specifying verification information can, according to a first embodiment, be designed as a wireless connection, in particular a radio connection such as Bluetooth or WLAN. According to a second embodiment, these can be designed as a wired connection. The first embodiment offers the advantage that it is easy to manufacture regardless of structural conditions and, in particular, offers a multitude of options for selecting the type and design of the verification device, which can be easily implemented, particularly regardless of location. The second embodiment, in contrast, is relatively immune to interference.

[0020] In order to exchange information with each other and with the control device, the activation device and / or the verification device, as well as the control device, each have transmitting and / or receiving means for unidirectional or, preferably, bidirectional information exchange. The transmitting and / or receiving means are selected according to the selected information transmission method and the type and structure of the respective devices.

[0021] There are a number of options regarding the specific design of the activation device and / or the verification device. In one advantageous embodiment, the activation device comprises a manually operable presetting device for specifying the actuation request. "Manual" means triggered by an operator, particularly a shunter when used for freight wagons. The presetting device can be configured as a device selected from the following: a) a stationary presetting device that can be arranged in or on the rail-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, or display; b) a mobile presetting device, in particular a remote control; mobile phone; smartphone, laptop; or computer.

[0022] 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 presetting device is located on the wagon, i.e., a track-bound vehicle without its own drive.

[0023] Analogously, the verification device in a first embodiment is also designed as a manually operable specification device for specifying the verification information, which can be designed in particular as a device selected from the following devices: a) a stationary specification device that can be arranged in or on the track-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, display b) a mobile specification device, in particular a remote control; mobile phone; smartphone, laptop; computer

[0024] The required manual specification by an operator, preferably the same operator who triggered the actuation request on the activation device, represents an active specification of verification information, regardless of whether this occurs on 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.

[0025] If, according to a), the specification is made on a specification device that can be arranged stationary in or on the rail-bound vehicle carrying the train coupling, it is conceivable in one variant to use the same specification device to specify the actuation request and the verification information. Since the specifications are made purely manually, they are made with a time offset. Although the specifications are then generally characterized by the same signal structure, the verification information can be reliably recognized based on the pattern of actuation and / or the time offset. The control device is designed and configured to recognize the verification information from the pattern of actuation of the specification device. A pattern can be regarded, for example, as an actuation of the specification device for different lengths of time for the two different pieces of information.If the same specification device is used to specify the actuation request and the verification information, the overall effort for the decoupling system can be kept very low due to the concentration of functions.

[0026] In an advantageous alternative second embodiment of the verification device, it comprises a verification information carrier device for storing static verification information or verification information that can be dynamically assigned to it, and transmitting and / or receiving means for unidirectional or bidirectional information exchange with the control device 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 actively participate; the information can be transmitted passively without their intervention. The only requirement is that the operator must be located within the near field of the train coupling with the verification device.In this embodiment, the verification device comprises in particular at least transmitting means for transmitting the verification information to the control device and at least one of the following receiving means: - receiving means for receiving verification information transmitted by an allocation device;.

[0027] - Receiving means for receiving a verification information request from the control device.

[0028] Providing means for receiving verification information transmitted by an allocation institution offers the advantage of being able to continually adapt this information to increase security. This adaptation can occur at predefined intervals or upon request.

[0029] Providing receiving means for receiving a verification information request from the control device offers the advantage that communication between the verification device and the control device can take place independently by sending a request signal from the control device and a response signal from the verification device. In the simplest case, the operator carries an authorization system or a key, which contains, for example, a code. If the operator is in a predefined spatial area in the vicinity, for example, within a radius of less than 3 m, of the train coupling, in particular the control device assigned to it, the key sends the information to the control device.

[0030] Single- or multi-stage verification procedures are conceivable. The latter offers the advantage of increased operational security.

[0031] The verification information can be evaluated in different ways in the control device and, if the evaluation result verifies the actuation request, the actuation request can be released to control the decoupling device. The evaluation can comprise 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 device via the verification device and a second piece of verification information stored in the control device. For this purpose, in an advantageous embodiment, the control device has a memory unit for storing a static piece of verification information or a further second piece of verification information that can be assigned to it dynamically via a third interface for coupling to an assignment device and for evaluating the verification information predeterminable by the verification device.The control device is designed and configured to evaluate the actuation request, verification information, and second verification information. In a particularly advantageous embodiment, the verification information is assigned to the verification device and the control device via the same assignment device.

[0032] An automatic train coupling for mechanically coupling with a counter-train coupling 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 designed in particular as a rotary lock with a coupling eye and a frog piece 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.

[0033] Such a train coupling is arranged on a rail-bound vehicle and serves to connect it to a counter-train coupling of an adjacent rail-bound vehicle. The activation device preferably comprises a manually operable operating device, in particular a push-button switch, which is stationary on the vehicle and coupled to the control device assigned to the train coupling. The verification device is designed as a portable mobile device. 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 device, the operator is actively required to enter the verification information themselves, or it is passively requested.

[0034] The inventive method for uncoupling a train coupling coupled to a counter train coupling is characterized by the features of claim 10. The train coupling comprises a coupling head with a conical-funnel coupling profile formed on the end face of the coupling head and a coupling closure designed as a rotary lock with a coupling eye and a frog. The frog is at least rotatable about a main axis between a coupled position and an uncoupled position. The coupling eye is connected to the frog at a first end rotatable about a coupling eye axis and has a second free end. The frog has a mouth arranged to receive a second end of a coupling eye of a counter-identical coupling head.The train coupling is a decoupling system with a decoupling device that can be operatively connected to the coupling lock of the train coupling for moving a coupling lock of the rail vehicle coupling from a coupled to an uncoupled position. The method is characterized in that an actuation request for moving the coupling lock from a coupled to an uncoupled position is specified and the control device controls the decoupling device to move the coupling lock from a coupled to an uncoupled position, wherein actuation only occurs when or after information confirming verification of the actuation request is available. The method is further characterized in that at least one of the following functional positions of theThe following uncoupled positions can be selected: a) a position of the rotary lock causing the coupling eye to slide out of the coupling mouth b) a position of the rotary lock ready for coupling c) a blocked intermediate position of the rotary lock between the maximum and the ready-to-couple position.

[0035] The actuation requests for the individual functional positions can be specified independently of one another as individual actuation requests. In a first variant, the information confirming the verification of the actuation request is formed from the same information for each of the actuation requests, or in a second variant, each functional position is assigned its own information confirming the verification of the actuation request (X-EK). This makes it possible to provide different authorization levels and security concepts for the individual shunting tasks as needed.

[0036] In a further development, an operator can specify an actuation request for moving the coupling lock from a first functional position of the uncoupled position to another second functional position of the coupled position and the control device controls the uncoupling device for moving the coupling lock as a function of the actuation request.

[0037] This means that a subsequent change of the functional positions can also be verified separately and, if necessary, with different boundary conditions.

[0038] In detail, a) an actuation request for controlling the uncoupling device to move the coupling lock from a coupled position to an uncoupled position is specified via an interface of a control device of the uncoupling device; b) verification information for confirming the actuation request is specified via a further second interface of the control device; c) the actuation request and the verification information are evaluated in the control device and, if an evaluation result confirming the verification of the actuation request is available, the control device controls an actuator of the uncoupling device in such a way that a coupling lock of the train coupling operatively connected thereto is transferred from its coupled position to its uncoupled position by means of the actuator.

[0039] In an advantageous development of the method, the control device checks, upon or after receipt of the actuation request, for the presence of verification information specified by the verification device within a predefined time period. If this information is not present, it suspends the actuation request. By ensuring that two pieces of information must always be present within a predefined, limited time period for actuation, incorrect actuations can be avoided.

[0040] The actuation request is preferably specified by an operator actively actuating a presetting device, in particular by actively actuating a control element arranged stationary on the vehicle carrying the coupling, in the form of a lever or switch, in particular a push-button switch, which is at least indirectly coupled to the first interface of the control device. This ensures the direct reference of the actuation request to the corresponding coupling, since the operator must then be located directly on the vehicle.

[0041] As already explained in the explanations of the decoupling system, verification can be carried out in different ways:

[0042] Thus, in a first embodiment of the method, after specifying the activation request, the operator can enter or specify the verification information on an input device of the verification device, in particular an external mobile device, with the verification device sending this verification information to the control device. Here, too, the operator is actively required and should therefore very quickly detect accidental misoperations of the activation device.

[0043] In a second embodiment, in which the control device sends a request to the verification device to transmit the verification information to the control device, the operator can also be actively involved by prompting them to actively enter or specify verification information on or in the verification device. The verification device then sends the verification information as a request response to the control device. In a third embodiment, the control device sends a request to the verification device to transmit the verification information to the control device. This verification device then sends verification information stored in or entered in the control device as a request response to the control device. This can be done, for example, using key or memory cards carrying corresponding information or codes.The operator only needs to be in the near field of the train coupling.

[0044] According to a particularly advantageous further development, the verification is carried out not only in one stage but in several stages to increase security by repeatedly exchanging verification information between the control device and the verification device.

[0045] In order to prevent unwanted 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 therein or formed by appropriate algorithms.

[0046] The evaluation carried out in the control device can be carried out in different ways. It is conceivable to form an evaluation result from

[0047] - the direct comparison of the verification information stored in the control device or assigned to it via the allocation device and the verification information transmitted via the verification device or

[0048] - a function consisting of the verification information stored in the control device or assigned to it via the allocation device and the verification information transmitted via the verification device. If an evaluation result confirming the actuation request is available, the uncoupling device is activated in accordance with the actuation request. The verification information provided via the verification device is particularly advantageously general information that functions as verification information for the actuation of all couplings in a predefined spatial area, for example, a marshalling yard. All couplings within this spatial area are then assigned the same verification information.The operator can then be easily equipped with a verification device that does not need to be actively operated by him, which contains the general information and can be easily read from it.

[0049] In the case of verification by not actively performing an action by the operator, but by automatically reading 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 near field range of the respective coupling after specifying the actuation request, for example by pressing a push button switch on a wagon.

[0050] The inventive solution is explained below with reference to figures, which show the following in detail:

[0051] Figure 1 shows a section of a rail vehicle convoy;

[0052] Figure 2 shows a simplified schematic representation of the basic structure of a decoupling system;

[0053] Figure 3 illustrates your decoupling procedure using a flow chart;

[0054] Figure 4 shows an advantageous embodiment of a decoupling system.

[0055] Figure 1 shows, based on a section of a rail vehicle assembly 1, two rail vehicles 2, 3, particularly in the form of wagons for transporting goods, arranged one behind the other and at least mechanically coupled to one another. Each of the rail vehicles 2, 3 has a train coupling 4 at the end regions facing away from one another for coupling to a compatible counter-train coupling 5 of the adjacent rail vehicle. In the case shown, the rail vehicle 2 is coupled to the counter-train coupling 5 arranged on the rail vehicle 3 via the train coupling 4 arranged thereon. The train couplings 4, 5 are designed and equipped to enable at least one mechanical connection between the rail vehicles 2, 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 realized via corresponding additional devices provided on or associated with the train coupling. These additional devices are assigned to the individual rail vehicle coupling 4, 5, preferably at least indirectly mounted on it.

[0056] The mechanical connection between two adjacent rail vehicles 2, 3 is achieved by bringing the coupling locks of both train couplings 4, 5 into operative connection with one another. For this purpose, each individual train coupling 4, 5 has a coupling head 6 which has a coupling head housing 7 and a coupling lock 8 with a locking device. In an advantageous embodiment shown in Figure 2, the coupling lock 8 is designed as a rotary lock 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 connected to the frog at a first end so that it can be rotated about a coupling eye axis and has a second free end. For uncoupling, each individual train coupling 4 or 5 is assigned a uncoupling system 10 comprising an uncoupling device 9.When uncoupling, the mechanical connection to a counter-pull coupling for transmitting tensile forces is released. The rotary lock is moved from a coupled to an uncoupled position, whereby there can be different functional positions for an uncoupled position, which can be implemented differently depending on the design of the pull coupling, the coupling lock and the uncoupling device. These functional positions are particularly conceivable when the coupling lock is designed as a rotary lock: a) a position of the rotary lock causing the coupling eye to slide out of the coupling mouth b) a position of the rotary lock ready for coupling c) a blocked position of the rotary lock, in which a mechanical connection with a counter-pull coupling is prevented.

[0057] The basic structure of a decoupling system 10 is shown in a simplified schematic representation in Figure 2. This comprises a decoupling device 9 for moving the coupling lock 8 from a coupled to the uncoupled position, an electronic control device 11 for controlling the decoupling device 9, and a first activation device 12 for specifying an actuation request for the decoupling device 9. This is designed such that it permits at least one actuation request, preferably permits or enables several for individual functional positions of the uncoupled position.

[0058] There are a number of options for specifying the actuation request. This can be done, for example, manually by operating a switch, selecting a button, operating a lever, or inputting it via a communication medium, such as a cell phone or panel. The actuation request can be specified separately for each individual functional position of the uncoupled position, or a sequence of actuation requests is also possible via an activation device. The control device 11 comprises at least one interface device 13 for communication internally or with external devices, in particular for coupling with the first activation device 12 and the uncoupling device 9.According to the invention, however, the actuation request is not immediately converted into a manipulated variable for the decoupling device 9 in the control device 11, but only after this actuation request has been verified. For this purpose, a verification device 14 is provided for specifying verification information for the actuation request, which can be coupled to the control device 11 via an interface of the interface device 13. The verification information can be identical for the actuation requests for the individual functional positions, or the actuation requests for the individual functional positions can be verified using different verification information.The control device 11 is designed and configured to evaluate the information transmitted by the verification device 14 and, upon detection of information confirming the actuation request, to implement the actuation request specified via the activation device 12 to actuate the uncoupling device 9, in particular to output the required actuating variable or the control variable for the actuating device 16 of the uncoupling device 9 in order to actuate it.

[0059] In the simplest case, the control device 11 comprises an evaluation device 15, in which the verification information for the actuation request is evaluated. The result is output to the decoupling device 9 via the interface device 13.

[0060] The interface device 13 comprises 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.

[0061] Depending on the design of the individual devices 12 and 14, the interface device 13 comprises corresponding interfaces, in particular in the form of data interfaces, machine interfaces, network interfaces, user interfaces, etc.

[0062] The basic procedure for uncoupling is shown in Figure 3. For the desired uncoupling, for example in a marshalling yard, in the first method step an actuation request X-EK for the uncoupling device 9 for uncoupling is specified for at least one of the coupled train couplers 4, 5 via the first activation device 12. This information is fed to the control device 11. The control device 11 is designed and configured not to immediately convert the actuation request X-EK into the required actuating signal, in particular the required actuating variable Y-EK for actuating the actuating device of the uncoupling device 9, but rather to first put it "on hold", so to speak. Only when information confirming the actuation request X-EK is available as the evaluation result T is the actuating variable Y-EK output and the uncoupling device 9 actuated.

[0063] There are a multitude of possibilities regarding the possibilities for verifying the actuation request X-EK and consequently also the design of the verification device 14.

[0064] A particularly advantageous embodiment of the entire uncoupling system 10 is shown in Figure 4. This shows a simplified schematic view of a section of the end region of a rail vehicle 3 with the train coupling 4 arranged thereon for interaction with a counter train 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. The individual train coupling 4, 5 each comprises an uncoupling device 9 for actuating the coupling lock 8 from a "coupled" position to an "uncoupled" position. Each train coupling 4, 5 can be assigned such an uncoupling system 10. The structure is explained here only for the uncoupling system 10 assigned to the train coupling 4.For this purpose, the uncoupling system 10 comprises an activation device 12 which, in the case shown, is designed as a stationary and manually actuated actuating element in the form of a push-button switch. The activation device 12 preferably comprises two such actuating elements 17.1, 17.2 which are arranged in the rear end region of a rail vehicle 2 on both sides of the car body of the rail vehicle 2. The arrangement is preferably mirror-symmetrical with respect to a longitudinal axis of the rail vehicle 2. The bilateral arrangement allows an actuation request X-EK to be specified from the same side, regardless of the orientation of the rail vehicle 2. This means that at least one actuation request X-EK can always be specified via one of the actuation elements 17.1, 17.2 of the first activation device 12. Simultaneous or temporally offset specification on both actuation elements 17.1, 17.2 is also conceivable.The actuation requests - for example X-EK17.1 and / or X-EK17.2 - are fed to the control device 11 via the interface device 13 and are not implemented there until information is available that verifies this actuation request X-EK. This means that they are put on hold, so to speak, and are preferably deleted completely after a predefined period of time. The actuation request X-EK17.1 or X-EK17.2 is verified via a verification device 14. In the case shown, this is done via an external device, which is in the form of a mobile device 18, for example. The mobile device 18 is designed and configured to communicate or be able to communicate with the control device 11. Depending on the design, the operator must actively provide or withhold the verification information.or this is automatically transmitted to the control device 11 as a response to the mobile device 18 upon request from the latter. In particular, when the mobile external device 18 is designed as a verification information carrier device in the form of a key card with the option of storing the verification information and with transmitting and receiving means for communicating with the control device 11, the latter can request a code stored in the key card as verification information from the control device 11 as a verification information request and transmit it to the control device 11 as a request response without any action on the part of the operator carrying the key, provided the operator is in the near field range of the control device 11. Communication between the verification device and the control device takes place via near field communication.

[0065] Preferably, the code of the key and thus the

[0066] Verification information of the verification device is not static, but is reassigned to the key at predefined intervals or as needed via an assignment device, which takes the form of an external control device, for example a control unit of a marshalling yard or another higher-level central control device of the verification device. The assignment can be made, for example, in such a way that the respective verification information applies to all vehicles in a marshalling yard. For comparison purposes, the same code is preferably stored or stored in the control devices 11 for the individual couplings of the vehicles located in the marshalling yard.assigned to the control device 11, so that the presence of a verification in the control device 11 can be determined by simply comparing the code transmitted by the verification device 14 with the code stored in the control device 11. The operator only needs to be in the near field of the respective coupling to which he or she has actively assigned an actuation request. This simplifies the maneuvering process while simultaneously fulfilling increased safety requirements against incorrect or unauthorized actuation or specification of the actuation request.

[0067] The predefined spatial area in which such a verification device is effective preferably extends beyond the marshalling yard. A further expansion is also conceivable, for example, to include the marshalling yards of a company.

[0068] Reference symbol list

[0069] 1 Rail Vehicle Association

[0070] 2 rail vehicles

[0071] 3 Rail vehicle

[0072] 4 train coupling

[0073] 5 train coupling

[0074] 6 Coupling head

[0075] 7 Coupling head housing

[0076] 8 dome closure

[0077] 9 Uncoupling device

[0078] 10 Decoupling system

[0079] 11 Control device

[0080] 12 Activation device

[0081] 13 Interface setup

[0082] 14 Verification device

[0083] 15 Evaluation device

[0084] 16 Adjusting device

[0085] 17.1, 17.2 Actuating elements

[0086] 18 mobile device

Claims

Patent claims 1. Uncoupling system (10) for an automatic train coupling (4, 5), in particular of a track-bound vehicle, in particular a rail vehicle (2, 3) in the form of a freight wagon, comprising an uncoupling device (9) with an actuator that can be operatively connected to a coupling lock (8) of the train coupling (4, 5) for moving the coupling lock (8) from a coupled to an uncoupled position; an activation device (12) for specifying an actuation request (X-EK) for the uncoupling device (9) for moving the coupling lock (8), in particular from a coupled to the uncoupled position, wherein the activation device is designed and arranged to be suitable for specifying actuation requests for different functional positions of an uncoupled position;a control device (11) assigned to the train coupling (4, 5) for controlling the uncoupling device (9) with an interface for at least indirect coupling to 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 (XV) for the actuation request (X-EK) and the control device (11) is designed and configured to evaluate the verification information (XV) specified via the second interface and, if an evaluation result verifying the actuation request (X-EK) is present, to control the uncoupling device (9) in accordance with the actuation request (X-EK) specified by the activation device (12); 2. Decoupling system (10) according to claim 1, characterized in that the coupling between the control device (11) and Activation device (12) and / or control device (11) and verification device (14) is designed as a wireless connection, in particular radio connection such as Bluetooth; WLAN or is designed as a line connection.

3. Uncoupling system (10) according to one of claims 1 to 2, 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 unidirectional or preferably bidirectional exchange of information 4. Uncoupling system (10) according to one of claims 1 to 3, characterized in that the activation device (12) comprises a manually operable presetting 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 stationary setting or actuating device that can be arranged in or on the track-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, display - mobile specification device, in particular remote control; mobile phone; smartphone, laptop; computer and / or the verification device (14) a manually operable specification device for specifying the verification information, which is designed in particular as a device selected from the following devices: a specification device that can be arranged stationary in or on the track-bound vehicle carrying the train coupling, in particular a lever, switch, button, touchscreen, display a mobile control device, in particular a remote control; mobile phone; smartphone, laptop; computer.

5. Uncoupling system (10) according to claim 4, characterized in that the manually operable presetting device for presetting the verification information (XV) is controlled by the manually operable presetting device (17.1, 17.2) for presetting the actuation request (X-EK) is formed, wherein the actuation request (X-EK) and verification information (XV) are present with a time offset and the control device (11) is designed and configured to recognize the verification information (XV) from the pattern of the actuation of the specification device (17.1, 17.2).

6. Uncoupling system (10) according to one of claims 1 to 5, characterized in that the verification device (14) comprises a verification information carrier device for storing a static or dynamically assignable verification information (XV) and transmitting and / or receiving means for unidirectional or bidirectional exchange of information with the control device (11) and / or an assignment device for transmitting the verification information (XV) to the verification carrier device, in particular the verification device (14) comprises at least transmitting means for transmitting the verification information (XV) to the control device (11) and at least one of the following receiving means: - Receiving means for receiving a signal from a Verification information transmitted by the allocation institution; - Receiving means for receiving a Verification information request from the control device (11).

7. Uncoupling system (10) according to claim 6, characterized in that the control device (11) comprises a storage unit for storing a static piece of verification information or a second piece of verification information that can be assigned dynamically to the latter via a third interface for coupling to an assignment device and for evaluating the verification information (XV) that can be predetermined by the verification device (14), and the control device (11) is designed and oriented to evaluate the actuation request (X-EK), the verification information (XV) and the second piece of verification information.

8. Automatic train coupling (4) for mechanically coupling with a counter-train coupling (5) of a track-bound vehicle, in particular a rail vehicle, comprising a coupling head (6) which has a coupling head housing (7) and a coupling lock (8), wherein the coupling lock (8) is designed in particular 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 (10) according to one of claims 1 to 7.

9. A track-bound vehicle, in particular a rail vehicle (2, 3) with an automatic train coupling (4, 5) according to claim 8, characterized in that the activation device (12) preferably comprises a manually operable actuating device (17.1, 17.2), in particular a push-button switch, which is arranged stationary on the vehicle (2, 3) and is coupled to the control device (11) associated with the train coupling (4, 5) and in a preferred embodiment, the verification device (14) is controlled by a mobile device located in the near field of the train coupling (4, 5), in particular a key card with storable verification information (X-EK) and Transmitting and receiving devices or a smartphone, a laptop, a remote control with an input device for the verification information (X-EK) by an operator.

10. Method for uncoupling a train coupling (4) coupled to a counter-train coupling (5), in particular with a cone-funnel coupling profile formed on the front side of the coupling head, comprising: - a coupling closure (8) designed as a rotary closure with at least one coupling eyelet and a frog, wherein the frog is rotatable about a main axis at least between a coupled position and an uncoupled position, the coupling eyelet is connected to the frog with a first end rotatable about a coupling eyelet axis and has a second free end; and the frog has a mouth arranged to receive a second end of a coupling eyelet of an oppositely identical coupling head, - a decoupling system (10) assigned to the train coupling (4) with a decoupling device (9) which can be operatively connected to the coupling lock (8) of the train coupling (5) for moving the coupling lock (8) of the train coupling (4) from a coupled to an uncoupled position, in which an operator specifies an actuation request (X-EK) for moving the coupling lock (8) from a coupled to an uncoupled position, wherein the actuation request (X-EK) for the uncoupled position is specified as an actuation request for one of the following functional positions: a) an over-drawn position of the rotary lock causing the coupling eye to slide out of the coupling mouth b) a position of the rotary lock ready for coupling c) a blocked position of the rotary lock in which a mechanical connection with a counter-train coupling is prevented;and in which the control device (11) controls the uncoupling device (9) for moving the coupling closure (8) from a coupled one into; controls a decoupled position as a function of the actuation request (X-EK), whereby control only occurs when or after the presence of information confirming a verification of the actuation request (X-EK) and whereby the actuation request is either verified for all functional positions by the same information or the actuation requirements of individual functional positions of the decoupled position are verified by different information.

11. Method according to claim 10 with a decoupling system (10) according to one of claims 1 to 7, in which an operator specifies an actuation request (X-EK) for moving the coupling lock (8) from a first functional position of the uncoupled position to another second functional position of the coupled position, and the control device (11) controls the decoupling device (9) for moving the coupling lock (8) as a function of the actuation request (X-EK).

12. Method according to claim 10 or 11 with a decoupling system (10) according to one of claims 1 to 8, in which a) an actuation request (X-EK) for controlling the decoupling device (9) to move the coupling lock (8) from a coupled position to an uncoupled position or from a first functional position of the uncoupled position to another second functional position of the uncoupled position is specified via an interface of a control device (11) of the decoupling device (9); b) verification information (XV) 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 (XV) are evaluated in the control device (11) and, if an evaluation result confirming the verification of the actuation request is available, the control device (11) controls an actuator of the uncoupling device (9) in such a way that a coupling lock (8) of the train coupling (4) which is operatively connected thereto is transferred from its coupled position to its uncoupled position or from a first to a second functional position of the uncoupled position.

13. Method according to claim 10 to 12, in which - the control device (11) checks, upon or after receipt of the actuation request (X-EK), within a predefined period of time, the presence of verification information (XV) that can be specified by the verification device and, if this is not present, suspends the actuation request.

14. Method according to one of claims 10 to 13, in which - the actuation request (X-EK) is specified by the active actuation of a presetting device by an operator, in particular the active actuation of an actuating element (17.1, 17.2) arranged stationary on the vehicle carrying the train coupling (4) in the form of a lever or switch which is at least indirectly coupled to the first interface of the control device (11).

15. Method according to one of claims 10 to 14, in which - the operator, after specifying the actuation request (X-EK), enters or specifies the verification information (XV) on an input device of the verification device (14), in particular an external mobile device (18) and the Verification device (14) sends the verification information (XV) to the control device (11) and / or the control device (11) sends a request to the verification device (14) to transmit the verification information (XV) to the control device (11) and either verification information (XV) stored or entered in the verification device (14) is sent as a request response to the control device (11) to specify the verification information (XV) thereon or the operator is requested to actively enter or specify verification information (XV) on or in the verification device (14) and the verification device (14) sends the verification information (XV) as a request response to the control device (11).

16. Method according to one of claims 10 to 15, characterized in that the verification of the actuation request (X-EK) is carried out in several stages by repeated exchange of verification information (XV) between the control device (11) and the verification device (14).

17. Method according to one of claims 10 to 16, in which verification information is dynamically assigned to the verification device (14) and / or the control device (11) by an assignment device and stored in them.

18. Method according to one of claims 16 to 17, in which in the control device (11) 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 device (14) transmitted verification information (XV) and, if an evaluation result confirming the actuation request (X-EK) is present, controls the uncoupling device (9) in accordance with the actuation request (X-EK).

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