DE102022117552A1 - Automatic coupling system for determining a wagon sequence and/or an orientation of a rail wagon in rail freight transport - Google Patents

Abstract

The invention relates to an automatic coupling system comprising a first coupling unit (2a, 2B) for arrangement at a first end of a rail transport carriage and a second coupling unit (2A, 2B) for arrangement at a second end of the rail transport carriage, wherein the first and second coupling units (2A , 2B) each include the following: - at least one coupling device (3A, 3B) for the mechanical and signal-transmitting coupling of the rail transport car to another rail transport car and / or a rail transport car with a corresponding coupling device (3A, 3B), the coupling device (3A, 3B) has at least one signal-transmitting interface, which can be connected or is connected in a signal-transmitting manner to a corresponding interface of a coupling device of the further rail transport vehicle and/or the rail transport railcar, - at least one, in particular both, coupling unit(s) (2A, 2B) being designed to do so Detect signal that is transmitted via the interface of the coupling unit (2A, 2B).

Description

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

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

The recording and detection of carriage orientation and train ordering is well known from passenger rail transport. Here, several so-called operational units are first coupled together to form longer train sets (“multiple traction”). The coupling of such traction vehicles is currently carried out exclusively by means of automatic couplings, which establish a mechanical connection and electrical connections via an appropriately equipped electrical contact coupling.

In order to control the resulting train combination, a so-called “train inauguration” must be carried out, which ensures that the newly created train combination can be completely controlled and monitored safely from one point, i.e. a driver's cab that is occupied at the time.

A “train christening” means the initialization of the communication system of a newly assembled train group. The train inauguration establishes the functionality of the communication system for the electronic systems in the train network. It is a fundamental task of the communication system and essentially includes the logical addressing of the communication nodes in the individual vehicles, while integrating the determination of variable train-specific parameters (car order, alignment of the cars, last car). This is understood as the creation of a train assignment table in which the wagon numbers (worldwide unique vehicle identification) and their alignment are assigned to the logical addresses in the communication system.

The process of train christening is initialized by the leading vehicle (locomotive). At the end of the process, the position of each (smart) cart and its orientation are known. On this basis, communication between electronic systems can be realized between all vehicles/carriages in the train network, and further system-wide or system-specific initialization functions can be carried out. After the train's inauguration, a cyclic exchange of messages ensures that the system is functional and that the train set is complete.

A train christening is coordinated, for example, by the central train control devices (TCMS) available for each railcar, whereby these usually first negotiate a master train control device, which then coordinates and controls central processes of the train christening and the so-called train preparation service (e.g. brake test). Communication takes place via one or more (redundantly) installed train data buses, whose protocols may support, for example, train formation and train christening with corresponding functions. Nowadays, the so-called Train Communication Network (TCN) according to IEC/IN61375-X is often used here.

For example, the publication concerns US 4,689,602 a system for determining the order of cars in a train set. The order is determined by the start of inputting a signal to the data transmission device of the front car and its forwarding to the following data transmission device of the following and the other cars as well as the evaluation of the output signals, the order being stored in a central memory on the front car of the train combination is saved. The disadvantage is that the system known from this prior art works on the basis of various fault-prone control and monitoring relays in the respective car, for which a special control line must also be arranged. To recognize the order of the cars, the control line must also be interrupted.

In particular, it is generally known from rail vehicle technology to query a central unit that performs a master function and is intended to take over the control of the train group for train inauguration, i.e. for the initialization of a data communication system of the train group after a new composition of the train group or after a change in the train composition for each individual wagon assigned to the train group in order to automatically determine the number of wagons, a wagon sequence and a right/left orientation of the wagons within the train group. To carry out such a method, it is known to couple each car in the train network to a train bus via which the data exchange takes place. For example, physical lines or a radio bus can be used as a train bus.

A radio bus offers the advantage that there is no need to connect an electronic/electrical connecting line to set up the train bus between the individual cars, since the Data transmission takes place via radio channels, ie wirelessly.

However, the disadvantage here, particularly if a train christening is to be carried out for several trains that are in close proximity, is that an ambiguous train order of the cars to the respective train/train combination is possible. The radio transmission can inadvertently logically assign a car located in an adjacent train group to the “wrong” train group. In order to avoid this, elaborate precautions or complex communication mechanisms and protocols must be taken.

In addition, this technology for initializing a data communication system of the train network (train inauguration) is relatively complex due to the hardware required for this and is not attractive for rail-bound freight transport.

The publication DE 10 2017 113 213 A1 discloses an arrangement for automatically determining a train of cars or checking the completeness of a rail vehicle with several cars. Such arrangements based on positioning systems or car-to-car communication using radio, whereby each car transmits the information from the other cars to the railcar, are known. The proposed solution is based on detection of a clearly defined, mechanical movement of a coupling hose element when coupling from the vertical to the horizontal and when uncoupling from the horizontal to the vertical. In order to convert a change in the position of the coupling hose element into the information about the wagon sequence, an electronic device is proposed which can be arranged or mounted on the coupling hose element and is permanently coded with the respective wagon number. The position of the coupling hose element is detected by a sensor and implemented by an external data processing device.

The publication DE 20 2012 012 558 U1 describes a system for automatically recording the line-up of cars in a train, in which a pressure measuring device in the main air line and at least one time measuring device are provided in at least two rail vehicles of the train, whereby a pressure drop or a pressure build-up during a brake test is detected in such a way that the affiliation of the rail vehicles to a train set and the train composition can be determined from the time differences between the onset of the pressure drop or pressure build-up in the individual pressure measuring devices.

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

• - eine erste Kupplungseinheit zur Anordnung an einem ersten Ende eines Schienenverkehrswagens;
• - eine zweite Kupplungseinheit zur Anordnung an einem zweiten Ende des Schienenverkehrswagens;

wobei die erste und die zweite Kupplungseinheit jeweils folgendes umfassen:

• - wenigstens eine Kupplungsvorrichtung zur mechanischen und signalübertragenden Kupplung des Schienenverkehrswagens an einen weiteren Schienenverkehrswagen und/oder einen Schienenverkehrstriebwagen mit einer korrespondierenden Kupplungsvorrichtung, wobei die Kupplungsvorrichtung wenigstens eine signalübertragende Schnittstelle aufweist, die mit einer entsprechende Schnittstelle einer Kupplungsvorrichtung des weiteren Schienenverkehrswagens und/oder des Schienenverkehrstriebwagens signalübertragend verbindbar ist oder verbunden wird,

wobei wenigstens eine, insbesondere beide, Kupplungseinheit(n) dazu ausgebildet ist, ein Signal zu detektieren, das über die Schnittstelle der Kupplungseinheit übertragen wird.This task is solved by an automatic coupling system, comprising:

• - a first coupling unit for arrangement at a first end of a rail carriage;
• - a second coupling unit for arrangement at a second end of the rail car;

wherein the first and second clutch units each comprise the following:

• - at least one coupling device for the mechanical and signal-transmitting coupling of the rail transport car to another rail transport car and / or a rail transport car with a corresponding coupling device, the coupling device having at least one signal-transmitting interface, which transmits signals with a corresponding interface of a coupling device of the further rail transport car and / or the rail transport car can be connected or will be connected,

wherein at least one, in particular both, coupling unit(s) is designed to detect a signal that is transmitted via the interface of the coupling unit.

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

In particular, the clutch unit can comprise at least one clutch control unit, which is designed to detect the signal that is transmitted via the interface of the clutch unit. For this purpose, such a clutch control unit can have signal detection elements, such as measuring devices or sensors, which can measure or detect the signal or certain parameters of the signal.

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

In this way, the signal can be transmitted within the rail car between the coupling units. It is possible to determine a time delay between the arrival of the signal at the first coupling unit and that at the second coupling unit and from this to determine the orientation of the rail transport vehicle relative to the railcar. It should be noted that the clutch control units are designed to also detect a signal that is not transmitted via the interface, but is transmitted from one clutch unit to the other clutch unit via an electrical connection.

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

By closing the relay when the signal is present at the coupling unit on the first side of the rail car, the signal is forwarded to the second or further coupling unit. The further coupling unit can recognize from this that the signal comes from the first coupling unit, i.e. from inside the rail transport car. This allows the side of the additional coupling unit to be determined as the end of the train.

In addition, it can be advantageous if the coupling unit each has at least one sensor, which is designed to detect whether the coupling unit to which the sensor is assigned is opened or closed, in particular where the sensor is designed to detect whether the coupling device the coupling unit is or is not coupled mechanically and/or in a signal-transmitting manner to a corresponding coupling device of an adjacent rail car or rail car.

Mechanical coupling is to be understood in particular as meaning that the coupling unit couples the rail transport car to another rail transport car or rail transport car in such a way that there is a sufficient mechanical connection between the cars in order to be pulled or pushed within a train combination. The sensor thus detects whether a mechanical part of the coupling is properly closed in such a way that the train assembly, at least as far as the relevant coupling unit is concerned, is made operational and permissible.

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

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

In addition, the first clutch unit and/or the second clutch unit can be configured such that the clutch unit closes an electrical connection to the other clutch unit, preferably by closing the relay assigned to the clutch unit when the sensor assigned to the clutch unit detects that the clutch unit is mechanically connected to a corresponding coupling device of an adjacent rail car or rail car is coupled.

In this way it can be determined that the coupling unit is arranged on a train end side of the car. If the mechanical coupling is closed and no signal is transmitted via the associated interface, there is an initial indication that no railcar is connected to this coupling unit. If the associated relay is closed after the mechanical clutch has closed and the signal is detected at the clutch control unit, it can be recognized that the signal was first present within the car, so that the side of this clutch unit is determined as the end of the train side.

Furthermore, it is advantageous if the first clutch unit and/or the second clutch unit are configured in such a way that the clutch unit opens or keeps open an electrical connection to the other clutch unit, preferably by opening or keeping open the relay assigned to the clutch unit, if the relay assigned to the clutch unit Sensor detects that the coupling unit is not mechanically coupled to a corresponding coupling device of an adjacent rail car or rail car, especially when the coupling unit is in an open position.

In this way it can be recognized whether and which clutch unit is open. If one side of the rail transport car is determined as the train side and it is recognized that the coupling unit on the opposite side of the car remains open, then this side of the car can be determined as the end of the train. If the electrical connection between the coupling units remains open, the electrical contacts on the open coupling unit remain voltage-free, which avoids endangering an operator.

In a further advantageous embodiment of the invention, the automatic coupling system comprises a wagon control unit which is connected to the coupling control units in a signal-transmitting and/or data-transmitting manner, in particular wherein the coupling control units transmit a predetermined orientation of the rail transport wagon in the train combination to the wagon control unit, or in particular wherein the coupling control units to the Car control unit transmits whether and when a signal transmitted via the interface was transmitted and the car control unit determines the orientation of the rail transport car in the train combination.

In this way, a central unit is assigned to the rail transport car, which knows the orientation of the car relative to the railcar and to the end of the train within the train group.

In addition, it can be advantageous if the signal is an electrical signal, in particular where the clutch control unit can detect, in particular measure, an electrical voltage or an electrical potential or an electrical current strength of the signal.

An electrical signal can be transmitted very quickly and robustly and detected using simple means. Furthermore, it can be made available in a simple manner by the rail car and transmitted via the interface.

It can also be advantageous if the coupling system has a train control unit which can be connected to one or more car control units in a signal-transmitting and/or data-transmitting manner and which is configured to, based on the orientation of the rail transport car or cars in the train combination transmitted by the car control unit(s), and/or or to automatically create a train network plan from wagon identification data transmitted by the wagon control unit(s) and to initialize a train control system by entering the train group plan.

This makes it possible to provide a central control unit for the train network, which can communicate with all wagon control units in the train group. The orientation of each car and the identity of each car can thus be automatically processed into a train network plan, in particular by a corresponding data processing program.

Furthermore, it can be advantageous if a coupling unit, which is not coupled to a coupling unit, in particular a corresponding coupling unit, of another rail transport carriage, transmits a, in particular continuous or cyclic, coupling open signal to a carriage control unit, in particular the carriage control unit Coupling open signal transmitted to a train control unit.

As a result, the car control unit and possibly a train control unit connected to it continuously receive a signal defining the end of the train. This allows the train control unit to continuously check the integrity of the train network.

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

• 1 schematisch einen Schienenverkehrswagen mit einem erfindungsgemäßen automatischen Kupplungssystem;
• 2 ein Ablaufdiagramm für die Erkennung eines Schienenverkehrswagens als Mittelwagen mit Hilfe des erfindungsgemäßen automatischen Kupplungssystems; und
• 3 ein Ablaufdiagramm für die Erkennung eines Schienenverkehrswagens als Endwagen mit Hilfe des erfindungsgemäßen automatischen Kupplungssystems.

Show it:

• 1 schematically a rail transport car with an automatic coupling system according to the invention;
• 2 a flowchart for the recognition of a rail transport car as a middle car using the automatic coupling system according to the invention; and
• 3 a flowchart for the recognition of a rail transport car as an end car using the automatic coupling system according to the invention.

1 shows schematically a rail transport car, for example a freight car 1, with an automatic coupling system according to the invention. The freight wagon 1 has two coupling units 2A, 2B, one of which is arranged at each end of the freight wagon 1. The coupling units 2A, 2B are used to couple additional rail cars or a rail car, for example a locomotive 10, to the freight car 1. The locomotive 10 provides the drive for the train combination.

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

Accordingly, a non-locomotive side or train end side of the freight car 1 is defined as the side on which the freight car 1 is only coupled together with other rail transport cars that are not railcars. Even if no other rail transport car is coupled to the side of the freight car 1 opposite the locomotive side, this side is to be understood as the non-locomotive side or as the end of the train side and is defined as such.

Train combinations that are put together as multiple locomotive trains are also possible, for example with a second, third or fourth locomotive within the train combination, whereby the locomotives can be arranged between rail transport cars or between rail transport cars and locomotive or between two locomotives. The coupling units of locomotives arranged within the train combination can be designed in the same way or have the same functions as the coupling units 2A, 2B of the automatic coupling system according to the invention. This makes it possible not to leave a train end part inside the train open, but rather to couple a locomotive whose coupling system is analogous to the coupling system according to the invention or includes a coupling system according to the invention.

Each clutch unit 2A, 2B has a mechanical and a signal-transmitting clutch device 3A, 3B. The mechanical part and the signal-transmitting part of the coupling device 3A, 3B can either be designed separately from one another or as components integrated into one another. The mechanical part of the coupling unit 2A, 2B couples a corresponding mechanical part of a coupling unit of another rail transport car, in such a way that a mechanically sufficient connection is created between the rail transport cars so that operation of the train combination comprising the rail transport cars coupled to one another is possible and permitted. The signal-transmitting part of the coupling device 3A, 3B is designed in such a way that there is sufficient protection against contact when the coupling device 3A, 3B is open, in particular if the signal is provided as an electrical signal. The signal-transmitting part is also provided with sufficient strain relief so that no unacceptable mechanical forces are transmitted to the signal-transmitting interface or any associated components, such as cables or plug-in connections.

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

The coupling control units CCU_A, CCU_B can transmit information to a wagon control unit WCU, for example whether one of the coupling units 2A, 2B and, if so, which one, is coupled to a rail transport car or a rail transport car or a series of rail transport cars which are coupled to a rail transport car. Alternatively or additionally, the coupling control units CCU_A, CCU_B can transmit information as to whether and, if so, which of the coupling units 2A, 2B is not coupled to a rail transport car or a rail transport rail car.

This makes it possible to have a rail transport car that has an automatic system according to the invention cal coupling system to couple to a train combination, whereby the rail transport car, or the car control unit WCU of the rail transport car, receives the information immediately with or after the coupling process as to whether, and if so, which end of the rail transport car is coupled to the train combination, and whether the Train combination includes a railcar or not.

The electrical lines 7 can be interrupted or closed using the relays 4A, 4B. The clutch control units CCU_A, CCU_B can each open or close the relay 4A, 4B assigned to them. For example, the clutch control unit CCU_A can close the relay 4A when the clutch control unit CCU_A detects that a signal, for example an operating voltage of 400V, is being transmitted via the interface. If the relay 4A is closed, the signal is passed on via the electrical line 7. The clutch control unit CCU_B detects the signal transmitted via the electrical line 7. At the same time or as a result of the detection of the signal, the clutch control unit CCU_B uses the sensor to check whether the mechanical clutch of the clutch unit 2B is properly closed or opened.

If the mechanical coupling is properly closed, the coupling unit 2B closes the relay 4B, so that the signal is transmitted or forwarded to the next attached rail carriage via the relay and the interface of the coupling unit 2B. The clutch control unit CCU_B also recognizes, for example due to the sequential switching of the signal, that the signal was forwarded via the electrical connection 7 and was not received via the interface of the associated clutch unit 2B. This allows the coupling control unit CCU_B to determine its side of the rail car as the end of the train.

If the mechanical clutch is not properly closed, i.e. recognized as open, the clutch unit 2B leaves the relay 4B in the open position. In this way, the electrical contacts of the signal-transmitting coupling part remain voltage-free, which avoids endangering the operator.

The relays 4A, 4B make it possible to switch an electrical connection 7 through the rail car, so that a next rail car to be coupled behind the rail car can also receive the signal emitted by the railcar when it couples to the previous rail car.

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

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

The car control unit can also communicate with a train control system TCMS.

Reference symbol list

1

Freight wagons

2A, 2B

Clutch unit

3A, 3B

Coupling device

CCU_A, CCU_B

Clutch control unit

4A, 4B

relay

5

internal energy supply

6

electrical line for the internal energy supply

7

electrical line between coupling units

8A, 8B

Sensor data line

9

Data bus

10

Rail transport railcars

11

power supply

WCU

Carriage control unit

TCMS

Train control system

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 assumes no liability for any errors or omissions.

Cited patent literature

• US 4689602 [0008]
• DE 102017113213 A1 [0013]
• DE 202012012558 U1 [0014]

Claims (12)

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

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