DE102023117027A1 - Method for detecting a complete uncoupling process of a central buffer coupling of a rail vehicle, central buffer coupling for a rail vehicle and rail vehicle with such a central buffer coupling - Google Patents

Abstract

Method for detecting a complete uncoupling process of a digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1) with a housing (1a) and has a hook disk (2) with a main bolt (3) connected to it in a rotationally fixed manner, a drive section (4), an output section (4a) and with a ratchet rod (4b) coupled to the hook disk (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14) and with an actuating element (7) which interacts with the drive section (4) of the hook disk (2), a local actuator control associated with the actuator (6), and a trigger module (16) with at least one third limit switch (15) which interacts with the ratchet rod (4b), wherein the hook disk (2) with the main bolt (3), the eyelet (5) and the trigger module (16) have a Form a locking mechanism. The method comprises the method steps (VS1) opening the locking mechanism of the central buffer coupling (1), wherein the hook disk (2) is adjusted from an initial position into an open position by means of the actuator (6), and detecting the open position; (VS2) preventing unintentional re-coupling of the central buffer coupling (1) by maintaining a buffer position thus assumed by the hook disk (2) being held in the open position by the actuator (6); (VS3) detecting removal of an associated counter-coupling of the central buffer coupling (1) from the central buffer coupling (1) by means of the trigger module (16); and (VS4) detecting the complete uncoupling process of the central buffer coupling (1) from the associated counter-coupling if it has been clearly recognized in the third method step VS3 that the time duration of the removal of the counter-coupling from the central buffer coupling (1) is greater than a predefinable reference value.
A central buffer coupling (1) and a rail vehicle with such a central buffer coupling (1) are provided.

Description

The invention relates to a method for detecting a complete uncoupling process of a central buffer coupling of a rail vehicle according to the preamble of claim 1. The invention relates to a central buffer coupling of a rail vehicle. The invention also relates to a rail vehicle with such a central buffer coupling.

The Digital Automatic Coupling (DAK) plays an important role in the digitalization and automation of rail transport. The common abbreviation “DAK” is also used for the term Digital Automatic Coupling.

In the field of automatic couplings for rail vehicles, for example, the Scharfenberg coupling is well known. It is a rigid central buffer coupling.

The Scharfenberg coupling principle is used by DAK for passenger trains and is also preferred by DAK for freight trains. The coupling process is purely mechanical and is implemented using a hook disc and spring packs in each coupling head.

In the following text, the term “complete uncoupling process for freight wagons” is to be understood as a complete and permanent separation of two freight wagons (or “two central buffer couplings”).

The term “uncoupling a central buffer coupling” in the following text means opening a locking mechanism of the central buffer coupling (hook disc with main bolt, eyelet, trigger module).

However, the uncoupling process requires actuators that counteract the spring force of the spring packs by pushing the hook disc back into the release position. In passenger trains, electropneumatic actuators are usually used for this purpose.

The situation is different for freight trains, which is why an electromechanical solution is preferred that is driven purely electrically without the use of any other operating medium (e.g. hydraulic). This requires control and diagnostic electronics to control the electromotor part and monitor the operating conditions.

According to the state of the art, central buffer couplings are known in passenger transport. Pneumatic actuators or pneumatic cylinders are used to release these couplings. A push rod or the trigger or the piston of the cylinder is pushed out using pneumatically provided energy and thus the pressure, and in doing so rotates the hook disk or the heart of the Scharfenberg coupling in the releasing direction.

This is shown by 1 a schematic plan view of an internal structure of a center buffer coupling 1 according to the prior art in a release position.

The central buffer coupling 1 comprises a housing 1a, a hook disk 2 with a main bolt 3, a drive section 4, an output section 4a and with a ratchet rod 4b, an eyelet 5, an actuator 6' with an actuating element 7' designed as a push rod, a local drive control belonging to the actuator 6' and a trigger module 16. The main bolt 3 is connected to the hook disk 2 in a rotationally fixed manner and is pivotably mounted in opposite walls of the housing 1a.

For uncoupling, ie releasing the coupling, from a counter-coupling (not shown), a pneumatic cylinder is used as an actuator 6'. The push rod as the actuating element 7' of the cylinder or actuator 6' is pushed out by means of pneumatically provided energy and rotates the hook disk 2 about a pivot axis 2a in the releasing direction, ie here in 1 clockwise. A free end of the actuating element 7' of the cylinder contacts the drive section 4 of the hook disk 2 of the Scharfenberg coupling at a contact point 8.

In the uncoupled state, which is 1 As shown, the hook disk 2 has assumed an angular position of approximately 62° compared to the initial position. The latch rod 4b, which is coupled to the hook disk 2, is thereby locked in the trigger module 16, so that the hook disk 2 is held in its uncoupled position.

When re-engaging, the counter-coupling hits a trigger of the trigger module 16, so that the ratchet rod 4b is levered out and the hook disk 2 is rotated into the engaged state (initial position) via the tension spring force of a spring (not shown here) on a coupling eyelet of the hook disk 2. For this purpose, a tension spring is used, for example, which is not shown here but is easy to imagine. An example of such a spring 2b is shown in 3 indicated.

The hook disc 2 with the main bolt 3, the eyelet 5 and the trigger module 16 form the functional unit locking mechanism.

DE 10 2021 111 207 A1 describes how the principle from pneumatics can be applied via an electro-hydraulic actuator. The force is also built up via pressure, which is generated by the hydraulic operating medium. An electro-hydraulic drive unit uses an electric motor to generate the necessary compression of the operating medium via a hydraulic pump and thus the pressure to move the piston forward. The actuator is able to maintain the force on the piston while maintaining the applied pressure so that the position assumed can be maintained for a longer period of time. In some cases, this is done by continuing to operate the electric motor in order to maintain the pressure built up. After the decoupling process, the piston is moved back again by reducing the pressure.

DE 10 2021 111 206 A1 In principle, it also describes an electro-hydraulic actuator which, instead of a push rod or similar, operates and retracts an articulated lever in order to achieve the position of the hook disk for the uncoupling process.

Electromechanical drives for uncoupling a central buffer coupling are currently only installed outside the coupling housing. The main factor here is the size, which does not fit into the tight installation space of the coupling. Accordingly, there are no electronics or electronic systems for controlling the actuator or similar inside the coupling.

Regardless of the principle on which a suitable actuator works to uncouple a central buffer coupling, a so-called buffer position ("Prevent Re-Coupling") must be adopted during the uncoupling process in order to avoid unintentional re-coupling in some situations, as the English term suggests. For this reason, the actuator must not return to its starting position too early.

The advantage of the automatic center buffer coupling (AK) is that the coupling mechanism automatically locks when the two couplings engage when two freight wagons collide.

The disadvantage is that during shunting operations, two wagons whose couplings are already open (uncoupled position of the locking mechanism) can move away from each other for a short time and then come back into engagement. In this case, the two central buffer couplings couple again, which is not desirable.

In shunting operations, it is unavoidable that two wagons briefly move apart and then drive back into each other, e.g. when liquids slosh back and forth in a tanker. If the two center buffer couplings are not actively kept open, the two center buffer couplings will unintentionally engage again.

Even when climbing up the hump of a shunting yard, two wagons can briefly separate when the central buffer coupling is open, which means that they have to be coupled again automatically and thus cause a corresponding disruption to shunting operations.

In such a case, the central buffer couplings must not re-engage. The actuator may only be returned to its initial position when the central buffer couplings have actually and irreversibly moved away from each other, i.e. when a complete uncoupling process has taken place.

It is considered disadvantageous that detecting the decoupling state, e.g. by means of a scanning switch on the main bolt or electrical contacts on the electric coupling, can only "loop through" this status to the actuator indirectly, which, however, is not easily feasible in all cases.

A pivot angle of the main bolt is not suitable for determining whether the second coupling is disengaged. The pivot angle of the main bolt can only provide information about whether the locking mechanism of the center buffer coupling is open or not.

Above all, in the context of interoperability between the different manufacturers, which is intended to ensure macroscopic compatibility between them.

There is still a lot of catching up to do, particularly in the area of freight transport, as the screw couplings between freight wagons that are still common today require both personnel and a great deal of time and effort.

Therefore, one object of the invention is to provide a method for detecting or recording a complete and permanent separation of two wagons after uncoupling of a central buffer coupling.

A further object of the invention is to provide an improved central buffer coupling as a digital automatic coupling (DAK), which enables recognition or detection/recording of a complete and permanent separation of two wagons after uncoupling has taken place, ie an uncoupling state of the central buffer coupling.

And yet another task is to specify a rail vehicle with such a central buffer coupling.

The objects are solved by the subject matters of independent claims 1, 12 and 21.

A method according to the invention for detecting a complete uncoupling process of a digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling with a housing and a hook disk with a main bolt connected to it in a rotationally fixed manner, a drive section, an output section and with a ratchet rod coupled to the hook disk, an eyelet, an actuator with a first limit switch, a second limit switch and with an actuating element which interacts with the drive section of the hook disk, a local actuator control associated with the actuator, and a trigger module with at least a third limit switch which interacts with the ratchet rod, wherein the hook disk with the main bolt, the eyelet and the trigger module form a locking mechanism. The method comprises the method steps (VS1) opening the locking mechanism of the central buffer coupling, wherein the hook disk is adjusted from an initial position to an open position by means of the actuator, and detecting the open position; (VS2) preventing unintentional re-coupling of the central buffer coupling by maintaining a buffer position thus assumed by the hook disk being held in the open position by the actuator; (VS3) detecting removal of an associated counter-coupling of the central buffer coupling from the central buffer coupling by means of the trigger module; and (VS4) detecting the complete uncoupling process of the central buffer coupling from the associated counter-coupling if it has been clearly detected in the third method step (VS3) that the time duration of the removal of the counter-coupling from the central buffer coupling is greater than a predefinable reference value.

An advantageously simple method is created that uses existing components and existing functional units or evaluates their signals.

A digital automatic coupling of a rail vehicle according to the invention is provided, wherein the digital automatic coupling is a center buffer coupling with a housing and has a hook disk with a main bolt connected to it in a rotationally fixed manner, a drive section, an output section and with a ratchet rod coupled to the hook disk, an eyelet, an actuator with a first limit switch, a second limit switch and with an actuating element which interacts with the drive section of the hook disk, a local actuator control associated with the actuator, and a trigger module with at least one third limit switch which interacts with the ratchet rod, wherein the hook disk with the main bolt, the eyelet and the trigger module form a locking mechanism. The trigger module has a housing with a cover, a trigger, a trigger plate, a compression spring for the trigger, a switch lever for actuating the at least one third limit switch, a compression spring for the switch lever and an electrical connection for the limit switch, wherein the trigger module is designed to hold the latch rod locked in place via a special contour on the trigger and via the compression spring and thus to hold the hook disk after uncoupling in order to enable readiness for re-coupling, wherein re-coupling by actuating the trigger plate of the trigger against the force of the compression spring releases the locked latch rod again. One advantage here is that a high level of functionality of the trigger module is created with only a small space requirement.

A particular advantage is that existing components can be used.

A rail vehicle according to the invention has at least one central buffer coupling as described above.

A further advantage is that independence from the overall system and therefore independence from the manufacturer and its interfaces is achieved.

This digital automatic coupling according to the invention enables cost advantages for manufacturers and operators, since standard components are used and only minor changes are necessary.

Advantageous embodiments of the invention are subject matter of the subclaims.

In one embodiment, in the method step (VS1) opening the locking mechanism, detecting the open position of the hook disk, the switching states of the first and second limit switches of the actuator are evaluated. In this case, it is advantageous to use the components that are already present, ie to evaluate their signals.

In the process step (VS1) of opening the locking mechanism, a pivot angle of the main bolt, which is connected to the hook disk in a rotationally fixed manner, can also be detected. In this way, the position of the hook disk can be determined in an advantageous and simple manner.

Another embodiment provides that in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of the at least one third limit switch of the trigger module are evaluated. This advantageously allows even more intensive monitoring to be achieved.

In a further embodiment, it is also provided that in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of the at least one third limit switch of the trigger module are forwarded as direct signals to the local actuator control. This is advantageous because an existing component can be used and only minor changes are required.

It is further advantageous if, in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, the switching states of two or more third limit switches of the trigger module are evaluated, since this allows for a simple plausibility check of the signals and simple monitoring.

In another embodiment, in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, switching states of one or more proximity switches on a front plate of a coupling head of the central buffer coupling are evaluated in relation to a distance of a front plate of a counter-coupling. An advantage here is further plausibility check and simple detection using cost-effective, high-quality components.

In yet another embodiment, in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, a lifting movement and/or a spring force of a sealing element of an air coupling of the central buffer coupling is detected. When coupling two digital automatic couplings, the seals of the two couplings are pressed against each other. The force on the seal is specified via the preload force and the characteristic curve of a spring located behind the respective seal. During the coupling process, the seal makes a stroke and the spring force increases. If the spring force or its stroke is measured, this can be easily evaluated as a signal for the contact between two couplings, since these components are already present.

Another embodiment provides, in addition or as an alternative, that in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, a decoupling is detected via the electrical contacts on an electrical coupling and further processed in a connection unit and this information is transmitted to the local actuator control in the central buffer coupling. Advantageously, only minor adjustments are necessary for this.

In a further embodiment, it is advantageously simple if, in the method step (VS3) of detecting the removal of an associated counter-coupling of the central buffer coupling, a decoupling is detected via the electrical contacts on the electrical coupling by means of a contact loop.

Another embodiment of the method additionally or alternatively provides that the swivel angle of the main bolt is recorded using data from a higher-level system. This is advantageous because this data may already be available.

It is advantageous that the pivot angle of the main bolt is detected by means of at least one limit switch, in particular as a scanning switch. A limit switch is a cost-effective, high-quality component whose signals, e.g. ON/OFF, can be detected in a simple manner.

In yet another embodiment of the digital automatic coupling, the switching lever in the housing of the trigger module interacts mechanically with an actuating section of the trigger and controls the at least one third limit switch in such a way that, depending on the position of the ratchet rod and thus of the hook disk, it outputs a signal, based on which a control detects the uncoupling of the central buffer coupling.

Another version of the digital automatic clutch provides that the actuating section of the trigger is formed as a circumferential groove in the body of the trigger. This is an advantageously simple design with little space requirement.

In one embodiment of the digital automatic coupling, the at least one third limit switch in the trigger module is designed with two separate outputs and opposing output signals. This provides an advantageously simple option for checking the plausibility of the switch signals.

Another embodiment of the digital automatic coupling provides that detection means for a swivel angle of the main bolt are arranged in the coupling, which provide data of the swivel angle of the main bolt for a higher-level system. The detection means can detect the swivel angle in a simple manner on site, e.g. as a rotation angle sensor or the like.

If the detection means for the pivot angle of the main bolt have at least one limit switch, in particular as a scanning switch, an advantageously simple arrangement for detecting the pivot angle is made possible.

Another version of the digital automatic coupling provides that the main bolt has a contour which interacts with one or more limit switches as a scanning switch for detecting a swivel angle of the main bolt. Advantageously, only minor modifications to an existing component of the central buffer coupling are required.

In yet another version of the digital automatic coupling, the main pin works together with at least one rotation angle sensor to detect the pivot angle of the main pin. A cost-effective, high-quality component and only minor changes are a great advantage here.

A further embodiment of the digital automatic coupling provides that the central buffer coupling interacts with a control system, in particular with a local drive control system, which is designed to carry out the method described above. For this purpose, a software extension in an existing control system can advantageously be easily enabled.

With the help of process automation with digital automatic couplings (DAK), a freight train can be put together much more efficiently, flexibly and cost-effectively, which only brings advantages for the operator and the end customer. In addition, the train-wide digital interfaces enable new functionalities with regard to diagnosis, maintenance and servicing (keyword: condition-based and predictive maintenance).

• - Ein einfaches Verfahren zur Detektion der Entkupplung
• - Einbau direkt im oder am Kupplungskopf der Mittelpufferkupplung.
• - Nur geringe Modifikationen an einem bereits existierenden Bestandteil der Mittelpufferkupplung.
• - Weitergabe eines direkten Signals an die lokale Aktuatorsteuerung.
• - Unabhängigkeit vom Gesamtsystem und dadurch unabhängig vom Hersteller und dessen Schnittstellen.
• - Bildet mit dem Aktuator ein eigenes System in der Mittelpufferkupplung.
• - Kann eigens separat, d.h. ohne den Aktuator auszubauen, getestet, gewartet und ausgetauscht
  
  werden.

The invention also provides the following advantages:

• - A simple method for detecting decoupling
• - Installation directly in or on the coupling head of the center buffer coupling.
• - Only minor modifications to an already existing component of the central buffer coupling.
• - Transmission of a direct signal to the local actuator control.
• - Independence from the overall system and therefore independent of the manufacturer and its interfaces.
• - Forms a separate system with the actuator in the center buffer coupling.
• - Can be tested, maintained and replaced separately, i.e. without removing the actuator
  
  become.

• 1 eine schematische Draufsicht eines inneren Aufbaus einer Mittelpufferkupplung nach dem Stand der Technik;
• 2-3 schematische Draufsichten und Teilschnittansichten eines inneren Aufbaus eines Ausführungsbeispiels einer erfindungsgemäßen Mittelpufferkupplung in einer Lösestellung;
• 4 eine vergrößerte schematische Ansicht des Bereiches IV in 3;
• 5A-5C schematische Darstellungen eines Triggermoduls nach 3-4;
• 6 eine schematische Perspektivdarstellung einer Variante des Ausführungsbeispiels der erfindungsgemäßen Mittelpufferkupplung;
• 7A-7C schematische Perspektivdarstellungen von Annäherungssensoren;
• 8-9 schematische Darstellungen digitaler automatischer Kupplungshälften als erfindungsgemäße Mittelpufferkupplungen nach 2-4 einer Kupplungsstelle von zwei Schienenfahrzeugen;
• 10-12 schematische Darstellungen weiterer Endschalter in Verbindung mit einem Hauptbolzen der erfindungsgemäßen Mittelpufferkupplung nach 2-3; und
• 13 ein schematisches Flussdiagramm eines erfindungsgemäßen Verfahrens.

An embodiment of the invention is described below with reference to the accompanying drawings. The invention is not limited to this embodiment. In particular, individual features of the following embodiment can be used not only in this embodiment, but also in other embodiments. They show:

• 1 a schematic plan view of an internal structure of a center buffer coupling according to the prior art;
• 2-3 schematic plan views and partial sectional views of an internal structure of an embodiment of a central buffer coupling according to the invention in a release position;
• 4 an enlarged schematic view of area IV in 3 ;
• 5A-5C schematic representations of a trigger module according to 3-4 ;
• 6 a schematic perspective view of a variant of the embodiment of the central buffer coupling according to the invention;
• 7A-7C schematic perspective representations of proximity sensors;
• 8-9 schematic representations of digital automatic coupling halves as inventive central buffer couplings according to 2-4 a coupling point of two rail vehicles;
• 10-12 schematic representations of further limit switches in connection with a main bolt of the central buffer coupling according to the invention according to 2-3 ; and
• 13 a schematic flow diagram of a method according to the invention.

1 has already been discussed above in the description introduction.

2 shows a schematic plan view and partial sectional view of an internal structure of an embodiment of a central buffer coupling 1 according to the invention in the released position.

In 3 The central buffer coupling 1 according to the invention is 2 with an opened trigger module 16.

4 shows an enlarged schematic view of area IV in 3 with the trigger module 16.

The center buffer coupling 1 comprises a housing 1a, a hook disk 2 with a pivot axis 2a, a main bolt 3, a drive section 4 and an output section 4a, an eyelet 5 and an electromechanical actuator 6 with an actuating element 7, a threaded spindle 12, an electric motor 10 and a motor brake 11.

The hook disc 2 with the main bolt 3, the eyelet 5 and the trigger module 16 also form the functional unit of the locking mechanism.

The actuating element 7 is designed here as a pressure tube.

The electromechanical actuator 6 has a central axis 6a and is designed with a spindle/spindle nut drive. The spindle/spindle nut drive can be a ball screw drive, for example, and is driven by an electric motor 10. The ball screw drive comprises the threaded spindle 12 and a spindle nut 7b that is firmly connected to the actuating element 7. The actuating element 7 and thus the spindle nut 7b are guided in the actuator 6 in a rotationally fixed manner so that they can be displaced longitudinally in a manner not described in more detail.

The electric motor 10 has a motor axis 10a and is operatively connected to the threaded spindle 12 via a gear 10b. The gear 10b can be a spur gear, for example. The motor axis 10a and the center axis of the actuator 6 are arranged parallel to one another here.

In the exemplary embodiment, the electric motor 10 is a direct current motor or DC motor as the main drive for uncoupling or releasing the central buffer coupling 1. Such an electric motor 10 is comparatively inexpensive and can be controlled and reversed in a simple manner (for example by means of relays and/or power semiconductors).

The actuating element 7, which is directly connected to the spindle nut 7b of the ball screw, is functionally equivalent to the actuating element 7' (push rod) of the pneumatic cylinder (see 1 ).

In this embodiment, the contact point with the contact point 8 has a bearing 9. The bearing 9 is a roller bearing with a roller and is arranged in the drive section 3 of the hook disk 2 so that it can rotate about a bearing axis 9a. This bearing axis 9a runs parallel to the pivot axis 2a of the hook disk 2.

At the contact point 8, the roller of the bearing 9 contacts a pressure head 7a of the actuating element 7.

The electric motor 7 is coupled to the engine brake 11 and the transmission 10b.

The electromechanical actuator 6 functions with the help of the electric motor 10, which converts electrical energy into mechanical energy. When the actuator 6 is activated, the rotor of the electric motor 10 rotates. This rotary movement is then transmitted to the spindle 12 via the gear 10b. Since the rotating spindle 12 is fixed in the axial direction of the central axis 6a, this results in a feed movement of the spindle nut 7b and thus of the actuating element (pressure pipe) 7, which can introduce the corresponding force via the drive section 3 on the hook disk 2.

After the two trains/wagons have been completely uncoupled, the actuator 6 can be returned to its original position.

The motor brake 11 flanged to the electric motor 10 enables the electric motor 10 to hold a position, such as in the shown release position of the center buffer coupling 1.

The bearing 9 minimizes the transverse forces acting on the actuating element (pressure tube) 7 and is described in more detail in a not yet published application of the applicant.

The electric motor 7 and the motor brake 11 have a common motor axis 7a, which here runs parallel to the central axis 6 of the ball screw drive.

Together with two switches for the start and end positions (referred to as limit switches 13 and 14), this electromechanical drive unit with the actuator 6 is installed in each coupling head. The limit switches 13, 14 are designed here as mechanical limit switches.

It is of course also possible that further positions of the actuating element 7, e.g. intermediate positions between the start and end position, can be detected by further limit switches.

Likewise, a third (mechanical) switch (limit switch 15) can be used, which is actuated as a limit switch directly or indirectly by a counter-coupling of the central buffer coupling 1 (not shown but easily imaginable) designed like the central buffer coupling 1. A signal from this third limit switch 15 thus clearly indicates a counter-coupling that is in engagement with the central buffer coupling 1.

The removal of the counter-coupling (not shown) can also be detected on the so-called trigger module 16 with the third limit switch 15.

In 3 the trigger module 16 is shown from above with an opened housing 16a.

The housing 16a has a cover 16b which is 4 from the front, ie through an opening 1b ( 3 ) can be seen.

Furthermore, the trigger module 16 is provided with a trigger 17 with a trigger axis 17a. A trigger plate 18 is attached to the front end, which faces the opening 1b. The trigger plate 18 has a contact surface 18a, which is intended for contact with the counter coupling (not shown) in the coupled state with the central buffer coupling 1.

The trigger module 16 with the third limit switch 15 has the function of detecting the removal of the counter coupling and thus the uncoupling of the counter coupling from the central buffer coupling 1.

5A - 5C show schematic representations of the trigger module 16 according to 3-4 in different views.

In 5A a partially sectioned side view of the trigger module 16 is shown. 5B shows a front view and in 5C a top view of the trigger module 16 is shown.

The trigger module 16 comprises the third limit switch 15 (snap switch), the housing 16a with the cover 16b, the trigger 17, the trigger plate 18, a compression spring 19 for the trigger 17, a switching lever 20, a compression spring 21 for the switching lever 20 and an electrical connection for the limit switch 15.

In principle, the trigger module 16 serves to engage the ratchet rod 4b, which is connected to the hook disk 2, via a special contour (not shown) on the trigger 17 (among other things, by means of the so-called “sword” (not shown)) and via the corresponding compression spring 21, so that the hook disk 2 is in the 62° angle position after uncoupling (see 3 ) in order to enable readiness for re-engagement. When re-engaging, the counter-coupling hits the release plate 14 of the release 17 and against the force of the compression spring 21, so that the ratchet rod 4b is thereby levered out and the hook disk 2 is released via the tension spring force of a spring 2b (see 3 ) on the eyelet 5 is turned into the coupled state.

The compression spring 21 is accommodated here around the body of the trigger 17 in a spring holder 16c of the trigger module 16. The trigger 17 is guided in the direction of its trigger axis 17a in the housing 16a and the spring holder 16c so that it can be moved longitudinally. At one end of the trigger 17, which protrudes outwards through the end of the spring holder 16c, an axial lock 17b is attached, which limits a position of the trigger 17 and with which the compression spring 19 can be tensioned.

This mechanism is now used to detect/detect a successful uncoupling by mechanically actuating the installed switching lever 20 in the housing of the trigger module 16 by an actuating section 17c of the trigger 17. In the example shown, the actuating section 17c is formed as a circumferential groove in the body of the trigger 17. The switching lever 20 also interacts with a compression spring 21. The switching lever 20 pivots here about a lever axis 20a in order to control the third limit switch 15 (snap switch) accordingly. In this way, the limit switch 15 can output a signal, e.g. an ON signal or a Boolean "1". by means of which a control system recognizes or records the decoupling that has taken place.

After uncoupling, i.e. when the counter-coupling no longer exerts pressure on the trigger plate 18 of the trigger 17 and the latter is returned to its starting position (which is defined by the axial lock 17b) by the corresponding compression spring 19, the switching lever 20 is simultaneously removed from the third limit switch 15 by the trigger 17, so that an inverted switching signal now emanates from the third limit switch 15 (e.g. output of an OFF signal or a Boolean "0"). In this design, this third limit switch (snap switch) 15 can thus function as a so-called limit switch in order to detect uncoupling and transmit the associated switching signal to the local actuator control. For this purpose, the third limit switch 15 is connected to the housing 16a of the trigger module 16 via the angle plug 22 including anti-twist device 22a with the corresponding cabling to the control in the actuator housing.

Wichtig ist, dass das Gehäuse 16a des Triggermoduls 16 samt Deckel 16b und auch der Winkelstecker 22 mitsamt Kabel dicht und robust gegenüber Umwelteinflüssen in entsprechend hoher IP-Schutzart und gegen Schwingungen und Stößen ausgebildet und angeordnet sind, da es sich im Kupplungskopf 1c der Mittelpufferkupplung 1 befindet und den Umwelteinflüssen nahezu ungeschützt ausgesetzt ist.The wiring is laid in such a way that it does not normally get caught on the moving parts of the center buffer coupling 1 and the actuator 6 or impair their function.

It is important that the housing 16a of the trigger module 16 including the cover 16b and also the angle plug 22 including the cable are designed and arranged to be tight and robust against environmental influences with a correspondingly high IP protection class and against vibrations and shocks, since it is located in the coupling head 1c of the center buffer coupling 1 and is exposed to environmental influences almost unprotected.

In the described embodiment, a single-channel snap switch is used as the third limit switch 15 in order to explain the principle as easily as possible. For safety reasons, however, a third limit switch 15 with two separate outputs and opposing output signals should be used (e.g. 1x Boolean "1" + 1x Boolean "0") in order to be able to carry out a kind of plausibility check so that errors and defects on the third limit switch 15 can be detected. In 5C A limit switch 15 with four electrical connection contacts (two for each switching contact) is therefore indicated in order to meet this safety requirement. In addition, the third limit switch 15 is shown here with an actuator 15a, which interacts with the switching lever 20.

Other examples include replacing the previously installed mechanical third limit switch (e.g. snap switch from Schaltbau) with an electrical/electronic variant. Various physical principles can be used here, the most common and robust solutions for these applications are, for example, Hall sensor/Hall element-based, magnetoresistive, inductive or capacitive switches or sensors.

In the form of an active sensor, e.g. the Hall-based principle with integrated magnets behind the sensor elements, metallic levers, rockers or flags can be detected, whereby the switching distance of the sensor can be varied at the factory as required. The advantages of an electronic switch are the smaller installation space requirement, further robustness, particularly against vibrations, and the further reduction in costs.

The possible structure of the trigger module 16 can also be further optimized if an electronic switch is used as the third limit switch 15, since it is possible to directly scan the trigger 17 using the sensor. Both active and passive sensors are used for this purpose.

When using an active sensor, a structural milling or similar must be present on the side of the trigger 17 facing the cover 16b so that, for example, changes in the magnetic flux density can be registered by the corresponding sensor system.

Hall-based or magnetoresistive sensors can be used as passive sensors, for example, which scan a magnet that is installed on the trigger 17 and also points from the magnetic field direction to the cover 16b. Depending on the strength of the magnet, sensitivity of the sensor element and the housing material used as well as the required material thickness, the space for such a third limit switch 15 can be separated from the trigger 17, which in turn can have advantages with regard to external influences (e.g. environmental influences).

6 represents a schematic perspective view of a variant of the embodiment of the central buffer coupling 1 according to the invention.

In 7A - 7C schematic perspective representations of proximity sensors or proximity switches 23, 23a, 23b are shown.

It is in 6 the entire circumference of the central buffer coupling 1 is shown. The central buffer coupling 1 comprises the housing 1a with the coupling head 1c and a coupling neck 1d. The coupling head 1c has the housing 1a with a coupling front 1e in which the opening 1b for receiving the eyelet of the counter-coupling is formed. The eyelet 5 protrudes next to it.

In this variant, the installation of a proximity switch/sensor 23, 23a, 23b is mounted at a different location on the coupling head, e.g. on the front plate 1f of the coupling head 1c (not shown here, but easily imagined).

Such a proximity switch/sensor 23, 23a, 23b in or on the front plate 1f of the central buffer coupling 1 can directly indicate an engaged counter-coupling.

The front plate of the counter coupling is detected and a corresponding signal is issued when the counter coupling is within a previously defined switching distance or has moved away from it.

Sensors in their own housing can be suitable for this purpose, as in the 7A , 7B , 7C is shown. These are available in different possible designs and sizes and with different mounting options. It is important to ensure that suitable mechanical protection is provided, as, for example, immense accelerations can occur on the front panel 1f due to the clutch impact when engaging. In addition, particular attention must be paid to the cable routing and fastening for the local actuator control so that they do not get caught on the moving components such as the hook disk 2, (coupling) eyelet 5, actuator 6, etc.

8 - 9 show schematic representations of digital automatic coupling halves as inventive central buffer couplings 1 according to 2-4 a coupling point of two rail vehicles.

In 8 the central buffer coupling 1 with its electrical/electronic components is connected to a connection unit 24, which is usually referred to as a “junction box”. An electric coupling (E-coupling) 25, a signal box 26 and a vehicle control device (“main system”) 27 are also connected to the connection unit 24 and connects these units to the central buffer coupling 1.

The electrical coupling 25 here has electrically conductive signal connectors 25a and power connectors 25b.

The connection unit 24 primarily has the function of combining the cable harness from the central buffer coupling 1 (e.g. actuator 6, electric coupling 25, scanning/limit switch 28, 28' on the main bolt 3, optional control unit/remote signal box 26 for the actuator 6 on the car body) and transmitting it via higher-level lines to the vehicle control device (main system) 27. The electrical supply from the car body is also connected to this connection unit 24 so that, among other things, the actuator 6 is supplied with electrical energy. The connection unit 24 not only serves as a central hub for each central buffer coupling 1, but can also contain some logic to summarize signals and information and thus to transmit the status of the central buffer coupling 1 (mechanically coupled, mechanically uncoupled and ready to couple, mechanically uncoupled and in buffer position, electrically coupled, electrically uncoupled) more specifically to the wagon central computer/control. Using these logic connections, it is also conceivable that the information from the electric coupling 25 (E-coupling) on the coupling status of the electrical contacts can be bundled and processed in the connection unit 24 and transmitted to the local actuator control in the central buffer coupling 1 directly and without detours via the system.

This connection unit 24 is also conceivable for the DAC4.5 (variant without a higher-level system), whereby the electric coupling does not have to loop through a train-wide data bus system and does not necessarily have to loop through a supply. Therefore, these pins (signal connector 25a and/or power connector 25b) of the electric coupling 25 can be used differently, as described in more detail in an as yet unpublished application by the applicant entitled "Arrangement of a coupling point of two rail vehicles with digital automatic coupling halves with a synchronization device, and method for synchronizing digital automatic coupling halves of such an arrangement".

9 shows the schematic structure, whereby only the signal box (operating unit/remote) 26 for the actuator 6 on the car body is mandatory and the vehicle control device 27 system (“Wagon Computing Unit”) is omitted. The basic idea here is the same as in the concept for the DAC5 with the connection unit 24, namely the detection of a decoupling via the electrical contacts on the electric coupling 25 and the further processing in the connection unit 24 so that this information is transmitted to the local actuator control in the central buffer coupling 1.

Under certain circumstances, a connection unit 24 can be dispensed with in the version for the DAC5. In this case, the information already mentioned from the electric coupling 25 would go directly to a central car computer/control. In order to access this information for the actuator 6, the central car control must process this data and send it to the local actuator control in the central buffer coupling 1, which Although it would mean the detour mentioned above, it would be feasible (possibly with a slight delay).

By appropriately connecting the electric couplings 25 of the central buffer couplings 1 to be coupled, the contact between the two electric couplings 25 can be determined. This makes it possible to clearly determine whether two wagons are still in contact or are separated. This can be done, for example, using a contact loop that is closed by the two then connected electric couplings 25 when the central buffer couplings 1 are coupled. This can be achieved, for example, with a simple continuity tester circuit of the contact loop.

It should also be mentioned that in the future it is even conceivable to connect some lines from the electric coupling 25 directly to the actuator control in the central buffer coupling 1, so that actuator 6 and electric coupling 25 as well as other electrical components in the central buffer coupling 1 form an integrated overall system. Consequently, information, e.g. about the electrical status of the central buffer coupling 1 (electrically coupled, electrically uncoupled), is passed on directly to the control of the uncoupling actuator (actuator 6), which would further increase the capabilities of the system and, under certain circumstances, enable a self-sufficient system/unit.

10 - 12 show schematic representations of further limit switches 28, 28' in connection with the main bolt 3 of the central buffer coupling 1 according to the invention according to 2-3

10 shows a top view of the main bolt 3 with the swivel axis 2a with the hook disk 2 of the center buffer coupling 1. A limit switch 28, which can also be referred to as a scanning switch, is in contact with the outer surface of the main bolt 3.

In 11 a schematic perspective view of the main bolt 3 with the associated limit switch 28 is shown. The limit switch 28 is shown here only as an example with a pushbutton element 28b attached to a connector 28a. The pushbutton element 28b can be a roller, for example. The connector can be adjustable in length and/or angled.

The sensing element 28b is in contact with a contour 3a formed in the main bolt 3 and in this way senses different diameters of the main bolt 3 in order to detect the angle of rotation of the main bolt 3 about the pivot axis 2a.

The main bolt 3 can be arranged with its contour 3a within the central buffer coupling 1 or also protruding above its housing 1a.

In the further variant of the central buffer coupling 1 according to the invention shown here, the information of this limit switch 28 about the position of the main bolt 3 is also made available for the local actuator control in the central buffer coupling 1 via a detour via the higher-level system, similar to what was described above for the electrical pressure contacts of the signal connectors 25a and/or the power connectors 25b of the electric coupling 25.

There are possibilities to pass the output signals of the limit switch 28 directly to the control of the actuator 6 via appropriate cabling, e.g. using a Y-cable or with two cables/wires on the same limit switch 28.

In 12 Two limit switches 28, 28' are shown, both of which scan the contour 3a of the main bolt 3.

The angular position of the main bolt 3 and thus the angular position of the hook disk 2 is detected via the two limit switches 28, 28'. The signals from the two limit switches 28, 28' make it possible to determine whether the locking mechanism of the central buffer coupling 1 is closed (coupled state) or open (uncoupled state and ready to couple).

However, no statement can be made as to whether the counter-coupling is still engaged or whether the two wagons have moved away from each other. The problem situation of "brief separation and re-coupling" cannot therefore be dealt with in a meaningful way.

The limit switch(es) 28, 28' on the main bolt 3 for the “uncoupled” position could possibly replace the second limit switch 14 in the actuator 6.

In this case, for test purposes, a limit switch 28 can be used exclusively for the higher-level system and a limit switch 28' can be used only for the actuator control of the actuator 6 in the central buffer coupling 1. Here, too, it is better to connect both limit switches 28, 28' to both controls (both the actuator control in the central buffer coupling 1 and in the higher-level system) for the purpose of redundancy, plausibility checks and failure detection, e.g. each via a Y-cable or with a cable to the same limit switch 28 or 28'.

12 also shows a housing 29 of an air coupling 30, which is mounted on the housing 1a of the center buffer coupling 1.

The brake lines of the wagons to be coupled are coupled by means of the air coupling 30, which is not described in detail here. The brake lines are coupled by means of a sealing element 31, which is arranged on the coupling front 1e of the central buffer coupling 1.

When two central buffer couplings 1 are coupled, the respective sealing elements 31 of the two central buffer couplings 1 are pressed against one another. The force on the sealing element 31 is specified via the preload force and the characteristic curve of a spring located behind the respective sealing element 31. During the coupling process, the sealing element 31 makes a lifting movement and the spring force increases. If the spring force or its stroke is measured, this can be evaluated as a signal for the contact of the two central buffer couplings 1 to be coupled, and can therefore be used to detect/record a complete uncoupling.

A rotation angle sensor (electromechanical/Hall sensor, etc.) for the rotation angle of the main bolt 3 and thus of the hook disk 2 about the pivot axis 2a could also be arranged in the housing 29.

If linear switches are used instead of binary switches/limit switches 13, 14, 15, 28, 28' (i.e. switches that only output a digital "0" or "1"), the angle of rotation of the hook disk 2 can also be detected or recorded via the contour 3a of the main bolt 3, thus offering further options for detecting both the uncoupling, but also the current angular position of the hook disk 2 and the current spindle position of the actuator 6 of the center buffer coupling 1 in order to detect failures, errors and other unwanted and unforeseen events in the coupling head 1c of the center buffer coupling 1 and, if necessary, to take measures at an early stage (e.g. inspection of the cause of the error, manual error correction, replacement of faulty components in the coupling head 1c).

13 shows a schematic flow diagram of a method according to the invention for detecting a complete uncoupling process of a central buffer coupling 1 of a rail vehicle.

In a first method step VS1, the locking mechanism of the central buffer coupling 1, which comprises the hook disk 2 with the main bolt 3, the eyelet 5 and the trigger module 16, is opened, wherein the hook disk 2 is adjusted by means of the actuator 6 from an initial position into an open position.

Then, in a second process step VS2, the buffer position thus assumed is maintained by holding the hook disk 2 in the open position by the actuator 6 in order to prevent unintentional re-coupling. In shunting operations, it is unavoidable that two wagons briefly move apart and then drive back into each other, e.g. when liquids are sloshing back and forth in a tanker. If the central buffer coupling 1 and the counter-coupling are not actively kept open in their buffer positions, the central buffer coupling 1 and the counter-coupling will unintentionally couple again.

In a third method step VS3, it is detected whether the counter-coupling has moved away from the central buffer coupling 1. In one embodiment, the function of the third limit switch 15 is used for this purpose, which delivers a signal from which it can be determined whether the counter-coupling is engaged or not. For this purpose, a duration of the signal, which indicates that the counter-coupling is not engaged with the central buffer coupling 1, is compared with an adjustable reference time.

The method for detecting the uncoupling of the central buffer coupling is the method described above, in which the switching states of the third limit switch 15 are evaluated in the trigger module 16. In addition, the switching states of the limit switches 13, 14 of the actuator 6 can be used.

It is also possible to include switching states of one or more proximity switches 23, 23a, 23b on the front plate 1f of the coupling head 1c of the central buffer coupling 1 in relation to a distance of a front plate of a counter coupling.

For this purpose or for plausibility checks, the signals of the proximity switches 23, 23a, 23b, a contact loop of the electric coupling 25 and/or the sealing element 31 of the air coupling 30 can also be used.

The signal of the limit switch 28 or the signals of the limit switches 28' in relation to the angular position of the main bolt 3 can only be used to a limited extent and indicates whether the locking mechanism of the central buffer coupling 1 is open or not.

And in a fourth process step VS4, the actuator 6 is returned to its initial position if in the third process step VS3 it has been clearly identified that the counter-coupling was no longer in engagement with the central buffer coupling 1 for longer than a defined period of time.

The time period must be set long enough to distinguish between a clear removal of the second wagon and a short-term back and forth movement - as described above.

The locking mechanism is then held open in a “ready-to-couple position” by the latch rod 4b until the locking mechanism closes again during a new coupling process.

The central buffer coupling 1 interacts with a control system which is designed to carry out the method according to the invention.

• - Ein einfaches Verfahren zur Detektion der Entkupplung
• - Einbau direkt im oder am Kupplungskopf 1c der Mittelpufferkupplung 1.
• - Nur geringe Modifikationen an einem bereits existierenden Bestandteil der Mittelpufferkupplung 1.
• - Weitergabe eines direkten Signals an die lokale Aktuatorsteuerung.
• - Unabhängigkeit vom Gesamtsystem und dadurch unabhängig vom Hersteller und dessen Schnittstellen.
• - Bildet mit dem Aktuator 6 ein eigenes System in der Mittelpufferkupplung 1.
• - Kann eigens separat, d.h. ohne den Aktuator 6 auszubauen, getestet, gewartet und ausgetauscht
  
  werden.

The central buffer coupling 1 according to the invention enables the following advantages.

• - A simple method for detecting decoupling
• - Installation directly in or on the coupling head 1c of the centre buffer coupling 1.
• - Only minor modifications to an already existing component of the center buffer coupling 1.
• - Transmission of a direct signal to the local actuator control.
• - Independence from the overall system and therefore independent of the manufacturer and its interfaces.
• - Forms a separate system with actuator 6 in center buffer coupling 1.
• - Can be tested, maintained and replaced separately, ie without removing the actuator 6
  
  become.

The central buffer coupling according to the invention and the method according to the invention can be used for rail vehicles in both freight transport and passenger transport.

The invention is not limited by the embodiment given above, but can be modified within the scope of the claims.

list of reference symbols

1

center buffer coupling

1a

Housing

1b

opening

1c

coupling head

1d

coupling neck

1e

clutch front

2

hook disc

2a

swivel axis

2b

Feather

2c

spring linkage

3

main bolt

4

drive section

4a

output section

5

eyelet

6, 6'

actuator

6a

central axis

7, 7'

actuator

7a

print head

7b

spindle nut

8

contact point

9

camp

9a

bearing axis

10

electric motor

10a

motor axle

10b

transmission

11

engine brake

12

threaded spindle

13, 14

limit switch

15

limit switch

15a

actuator

16

trigger module

16a

Housing

16b

Lid

16c

spring mount

17

trigger

17a

trigger axis

17b

axial locking

17c

operating section

18

trigger plate

18a

contact surface

19

compression spring

20

gearshift

20a

lever axis

21

compression spring

22

angled plug

22a

anti-twist device

23, 23a, 23b

proximity switch

24

connection unit

25

electric clutch

25a

signal connectors

25b

power connectors

26

signal box

27

vehicle control device

28, 28'

limit switch

28a

connectors

28b

touch element

29

Housing

30

air clutch

31

sealing element

VS1, VS2, VS3, VS4

process step

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• DE 10 2021 111 207 A1 [0016]
• DE 10 2021 111 206 A1 [0017]

Claims (21)

Method for detecting a complete uncoupling process of a digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1, 1') with a housing (1a) and a hook disk (2) with a main bolt (3) connected to it in a rotationally fixed manner, a drive section (4), an output section (4a) and with a ratchet rod (4b) coupled to the hook disk (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14) and with an actuating element (7) which interacts with the drive section (4) of the hook disk (2), a local actuator control associated with the actuator (6), and a trigger module (16) with at least one third limit switch (15) which interacts with the ratchet rod (4b), wherein the hook disk (2) with the main bolt (3), the eyelet (5) and the trigger module (16) form a locking mechanism, characterized by the method steps VS1 opening the locking mechanism of the central buffer coupling (1), wherein the hook disk (2) is adjusted from an initial position into an open position by means of the actuator (6), and detecting the open position; VS2 preventing unintentional re-coupling of the central buffer coupling (1) by maintaining a buffer position thus assumed by the hook disk (2) being held in the open position by the actuator (6); VS3 detecting removal of an associated counter-coupling of the central buffer coupling (1) from the central buffer coupling (1) by means of the trigger module (16); and VS4 detecting the complete uncoupling process of the central buffer coupling (1) from the associated counter-coupling if it has been clearly detected in the third method step VS3 that the time duration of the removal of the counter-coupling from the central buffer coupling (1) is greater than a predefinable reference value. procedure according to claim 1 , characterized in that in the method step (VS1) opening the locking mechanism, detecting the open position of the hook disc (2) and the switching states of the first and second limit switches (13, 14) of the actuator (6) are evaluated. procedure according to claim 1 , characterized in that in the method step (VS1) of opening the locking mechanism, a pivot angle of the main bolt (3), which is connected in a rotationally fixed manner to the hook disk (2), is additionally detected. Method according to one of the preceding claims, characterized in that in the method step (VS3) of detecting a removal of an associated counter-coupling of the central buffer coupling (1), the switching states of the at least one third limit switch (15) of the trigger module (16) are evaluated. procedure according to claim 4 , characterized in that in the method step (VS3) detecting a removal of an associated counter-coupling of the central buffer coupling (1), the switching states of the at least one third limit switch (15) of the trigger module (16) are forwarded as direct signals to the local actuator control. Method according to one of the preceding claims, characterized in that in the method step (VS3) detecting a removal of a mating coupling to be assigned to the central buffer coupling (1), switching states of one or more proximity switches (23, 23a, 23b) on a front plate (1f) of a coupling head (1c) of the central buffer coupling (1) are evaluated in relation to a distance of a front plate of the mating coupling to be assigned. Method according to one of the preceding claims, characterized in that in the method step (VS3) of detecting a removal of an associated counter-coupling of the central buffer coupling (1), a lifting movement and/or a spring force of a sealing element (31) of an air coupling (30) of the central buffer coupling (1) are detected. Method according to one of the preceding claims, characterized in that in the method step (VS3) of detecting a removal of an associated counter-coupling of the central buffer coupling (1), a decoupling is detected via the electrical contacts on an electrical coupling (25) and the further processing in a connection unit (24) and transmission of this information to the local actuator control in the central buffer coupling (1) takes place. procedure according to claim 9 , characterized in that in the method step (VS3) of detecting a removal of an associated counter-coupling of the central buffer coupling (1), a decoupling is detected via the electrical contacts on the electric coupling (25) by means of a contact loop. Method according to one of the Claims 3 until 9 , characterized in that the swivel angle of the main bolt (3) is detected via data from a higher-level system. procedure according to claim 10 , characterized in that the pivot angle of the main bolt (3) is detected by means of at least one limit switch (28, 28'), in particular as a scanning switch. Digital automatic coupling of a rail vehicle, wherein the digital automatic coupling is a central buffer coupling (1, 1') with a housing (1a) and a hook disk (2) with a main bolt (3) connected to it in a rotationally fixed manner, a drive section (4), an output section (4a) and with a ratchet rod (4b) coupled to the hook disk (2), an eyelet (5), an actuator (6) with a first limit switch (13), a second limit switch (14) and with an actuating element (7) which interacts with the drive section (4) of the hook disk (2), a local actuator control associated with the actuator (6), and a trigger module (16) with at least one third limit switch (15) which interacts with the ratchet rod (4b), wherein the hook disk (2) with the main bolt (3), the eyelet (5) and the trigger module (16) form a locking mechanism, characterized in that the trigger module (16) comprises a housing (16a) with a cover (16b), a trigger (17), a trigger plate (18), a compression spring (19) for the trigger (17), a switching lever (20) for actuating the at least one third limit switch (15), a compression spring (21) for the switching lever (20) and an electrical connection for the limit switch (15), wherein the trigger module (16) is designed to keep the latch rod (4b) engaged via a special contour on the trigger (17) and via the compression spring (21) and thus to hold the hook disk (2) after uncoupling in order to enable readiness for re-coupling, wherein re-coupling by actuating the trigger plate (14) of the trigger (17) against the force of the compression spring (21) releases the engaged latch rod (4b) again. Digital automatic coupling according to claim 12 , characterized in that the switching lever (20) in the housing of the trigger module (16) mechanically cooperates with an actuating section (17c) of the trigger (17) and controls the at least one third limit switch (15) in such a way that the latter outputs a signal depending on the position of the latch rod (4b) and thus of the hook disk (2), on the basis of which signal a control detects the uncoupling of the central buffer coupling (1). Digital automatic coupling according to claim 12 or 13 , characterized in that the actuating portion (17c) of the trigger (17) is formed as a circumferential groove in the body of the trigger (17). Digital automatic coupling according to one of the Claims 12 until 14 , characterized in that the at least one third limit switch (15) in the trigger module (16) is designed with two separate outputs and opposing output signals. Digital automatic coupling according to one of the Claims 12 until 15 , characterized in that detection means for a pivot angle of the main bolt (3) are arranged in the coupling, which provide data of the pivot angle of the main bolt (3) for a higher-level system. Digital automatic coupling according to claim 16 , characterized in that the detection means for the pivot angle of the main bolt (3) have at least one limit switch (28, 28'), in particular as a scanning switch. Digital automatic coupling according to one of the Claims 12 until 17 , characterized in that the main bolt (3) has a contour (3a) which cooperates with one or more limit switches (28, 28') as a scanning switch for detecting a pivoting angle of the main bolt (3). Digital automatic coupling according to one of the Claims 12 until 18 , characterized in that the main bolt (3) cooperates with at least one angle of rotation sensor for detecting the pivot angle of the main bolt (3). Digital automatic coupling according to one of the Claims 12 until 19 , characterized in that the central buffer coupling (1) cooperates with a control, in particular with a local drive control, which is used to carry out the method according to one of the Claims 1 until 11 trained. Rail vehicle with at least one central buffer coupling (1) according to one of the Claims 12 until 20 .

Images