I have a fret of them , ( they are quite cheap )
The main disadvantage is the coupler is " handed" While that causes little issues on most rolling stock , it does bring up issues with locomotive and run rounds etc. personally I always want the latch on the loco only , to allow for DCC uncoupling , ie the loco can uncouple anywhere .
You can in theory couple up with two latches. But then it's electromagnetic layout uncoupling only , since you have to lift two latches. I have been experimenting with the concept of extending the loco latch in length and hence recessing the buffer hook so it never catches the wagon latch. The loco latch then sits under the wagon latch connected to the wagon hook ( if you follow me )
This does mean that in reverse propelling , the loco tends to push on the latch rather then by the buffers, and won't uncouple on the fly ( but then that never happened except in rare fly coupling moves
Note that while the dinghams when normally set up , push via the buffers , so buffer lock remains a potential issue , there is some prevention, in the if you install them right, the outer edge of the latch will bear against inner edge of the corresponding hook , and prevent ( in theory) the two buffers from intersecting . Crossovers and short reverse curves are the worst.
They do need to be looked at carefully for long bogie stock.( cause they are affixed to the buffer beam and not the bogie like TL couplings) This is an area I'm going to test when I build a bogie container flat or two. I have my concerns . I'm currently just about to build two 00-SF points arranged as a crossover to create the worst case trial track
The other one to look at is the sprat and wrinkle coupling. After that you could consider the Alex Jackson bent wire coupling. I had these previously , a long tine ago , brilliant when perfect , but very easy to get out of alignment and fragile