SYSTEM FOR AUTOMATIC COUPLING AND RELEASE OF VEHICLES TRAVELLING ON THE RAIL NETWORK

FIELD

The present invention relates to a system for automatic coupling and release of vehicles travelling on the rail network.

BACKGROUND

This section provides background information related to the present disclosure which is not necessarily prior art.

In particular, the present invention relates to a system for automatic coupling and release of vehicles travelling on the rail network, of the type of wagons and rail cars, and traction means circulating on tracks, either of the traditional type or of the type defined intelligent in the sense of the term introduced with reference to the wagons of a rail transport system with automatic train composition described in the Italian patent No. 0001416154 in the name of the same Applicant.

As is known, currently the operation of coupling and uncoupling between railway wagons is performed by using systems that require the presence of operators to connect the wagons between them, both in the traction components and in the brake components, and also possibly for connections of the electric type. Such systems are not automatic, but they are subject to the presence of operators.

To try to overcome this problem, automatic coupling systems have similar to those originally designed by Scharfenberg been developed, but their operation always assumes that one of the two vehicles is stationary and the other one approaches with extremely low berthing speed. Therefore they are not suitable to particular applications, such as the coupling between the moving carriages, since they have no system to check beforehand in an automatic way the existence of the coupling conditions.

Also the way in which some automatic couplers have been developed makes them unsuitable for goods transport where extremely high tensile forces are required, generally not enduring stresses of a certain relevance.

Finally, current systems are not designed to make frequent coupling and uncoupling operations, and do not provide that, in addition to the traction connections, to the pneumatic components for the braking system and electricity for the services, also electronic type connections are also present between the systems to be connected in the coupling phase, to allow the exchange of information between computer systems located on two vehicles to attach/detach.

It isn't also provided a verification remote system to check the connections, whose certification procedure is always entrusted to an operator.

Moreover, the coupling maneuver is not assisted by any sensor component that guides the phases and the correctness of the operation. Therefore, these systems do not allow an exchange of information to occur if computer systems are present in the two vehicles to engage or disengage, such as those present in the “intelligent” wagons of the mentioned patent of the same Applicant.

Furthermore, with the known systems, the existing circulating wagons should be standardized with the changing of the elastic connection system to the other wagons in a convoy.

A solution to these problems can be found in the patent DE1131720 which describes the coupling between two hooking groups of two different vehicles having a vertical alignment apparatus.

Anyway, the problem of this solution is that the coupling can't be performed in an automatic mode.

SUMMARY

This section provides a general summary of the disclosure, and is not a comprehensive disclosure of its full scope or all of its features.

The object of the present invention is to provide a system for automatic coupling and release of vehicles travelling on the rail network that allows to automatically perform the necessary maneuvers with speed, safety and high reliability also as a result of the coupling operations and very frequent release, allows the elasticity between the two vehicles also during acceleration of the train to which the system is applied and which is easily adapted also to existing circulating wagons, thus having characteristics such as to overcome the limits which still affect the previously described solutions with reference to the known technique.

DRAWINGS

The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.

For a better understanding of the present invention it is now described a preferred embodiment, purely by way of non-limiting example, with reference to the accompanying drawings, in which:

FIG. 1 shows a perspective schematic view of a first embodiment of a system for automatic coupling and release of vehicles travelling on the rail network in the engaged configuration, according to the invention;

FIG. 2 shows a perspective schematic view of a first embodiment of a first and second hooking group of the system for automatic coupling and release of vehicles travelling on the rail network, according to the invention;

The FIGS. 3A-3B show schematic perspective views of a first embodiment of a vertical alignment apparatus of the first and second hooking group of FIG. 2, according to the invention;

The FIG. 4A-4B show schematic perspective views of the first hooking group of FIG. 2, according to the invention;

FIG. 5 shows a schematic perspective view of the second hooking group of FIG. 2, according to the invention;

FIGS. 6A-6B show schematic perspective views of a pair of terminal elements coupled and decoupled of the hooking groups of FIG. 2, according to the invention;

FIG. 7 shows a schematic top view of the first hooking group of FIG. 2, according to the invention;

FIG. 8 shows a schematic section view of the second hooking group of FIG. 2, according to the invention;

FIG. 9A-9B show schematic views in perspective of plugs or sockets of the terminals elements of FIG. 6, according to the invention;

FIG. 10 shows schematic views of two wagons comprising the hooking groups of FIG. 2 during the coupling maneuver, according to the invention;

FIGS. 11A-11D show schematic views of the coupling steps of the hooking groups of FIG. 2, according to the invention;

FIGS. 12A-12C show respectively a schematic top view of a second embodiment of the system for automatic coupling and release of vehicles travelling on the rail network, and a three-dimensional view of an elastomeric box included in the system of FIG. 12A or 12B, according to the invention;

FIGS. 13A-13B show schematic top views of a third embodiment of the system for automatic coupling and release of vehicles travelling on the rail network, according to the invention;

FIGS. 14A-14B show schematic perspective views of a second embodiment of the vertical alignment system of the system for automatic coupling and release of vehicles travelling on the rail network of FIG. 12 and of FIG. 13, according to the invention;

FIGS. 15A-15B show respectively a perspective schematic view of a third embodiment of the vertical alignment system of the system for automatic coupling and release of vehicles travelling on the rail network, and front views of its movement in successive steps, according to the invention;

FIGS. 16A-16B show a schematic front view and a top view of a horizontal alignment apparatus of the system for automatic coupling and release of vehicles travelling on the rail network of FIG. 13, according to the invention;

FIGS. 17A-17B show a schematic top view and a schematic perspective view of a second embodiment of the first hooking group of the system for automatic coupling and release of vehicles travelling on the rail network of FIG. 12 and of FIG. 13, according to the invention;

FIGS. 18A-18B show a schematic top view and a schematic perspective view of a second embodiment of the second hooking group of the system for automatic coupling and release of vehicles travelling on the rail network of FIG. 12 and of FIG. 13, according to the invention;

FIGS. 19A-19D show schematic views of the coupling steps of the second embodiment of the hooking groups of FIGS. 17 and 18 between them, according to the invention;

FIGS. 20A-20B and 20C-20D show schematic perspective views of a first and of a second embodiment of the hooking groups of terminals elements of FIGS. 17 and 18, according to the invention;

FIG. 21 shows a perspective schematic view of a third embodiment of the first group of the system for automatic coupling and release of vehicles travelling on the rail network of FIG. 12 and of FIG. 13, according to the invention;

FIGS. 22A-22D show schematic views of the coupling steps of the third embodiment of the hooking groups, according to the invention;

FIG. 23 shows a three dimensional schematic view of the third embodiment of the first hooking group coupled to a conventional coupling system which is fitted to any traditional railway wagon, according to the invention;

FIG. 24 shows a schematic top view of the coupling step of the first hooking group of FIG. 23 with the traditional coupling system which is fitted to a traditional railway wagon, according to the invention.

Corresponding reference numerals indicate corresponding parts throughout the several views of the drawings.

DETAILED DESCRIPTION

Example embodiments will now be described more fully with reference to the accompanying drawings.

With reference to these figures and, in particular, to FIGS. 1 and 2, a first embodiment of a system for automatic coupling and release of vehicles travelling on the rail network is shown, according to the invention. More in detail, the system 100 for automatic coupling and release of vehicles travelling on the rail network comprises a first hooking group 10 slidable between two parallel vertical guides 11 configured to be fixed, for example, on the end of a first railway wagon, and a second hooking group 50 attachable to the first hooking group 10 and slidable between two parallel vertical guides 51 configured to be fixed, for example, on the head of a second carriage or railway wagon to attach to the first wagon or railway wagon. More particularly, the system 100 includes a vertical alignment apparatus 11a and 51a, whose first embodiment is shown in FIG. 3, and comprising the two parallel vertical guides 11, or 51, a first support element 12 of the hooking group 10, or a second support element 52 of the hooking group 50, slidable in the vertical direction, respectively, between the two vertical guides 11 or 51.

Advantageously according to the invention, as best shown in FIG. 3A, since the support elements 12 and 52 is able to slide along the pairs of vertical guides 11, 51, rigidly connected to the railway wagon crossbar on which the hooking group 10 or 50 is mounted, it is thus possible for the system 100 offset any significant elevation differences of hooking group 10 or 50 in the maneuvers between cars/wagons.

According to an aspect of the invention, the sliding support elements 12 and 52 are sliding plates having a surface 12a, 52a facing towards the railway wagon crossbar on which the hooking group 10 or 50 is mounted, although it is not in contact with this, and a surface 12b, 52b internal to the hooking group 10 or 50, the plates being provided with a central through-hole 12c and 52c for the passage of pneumatic connections, couplings, electrical and electronic between the first carriage and the second carriage, as will be more evident later.

According to an aspect of the invention, the system 100 comprises at least one rack and pinion motor, not shown in the figure, configured to drive the up and down sliding of the hooking group 10 or 50, by means of the sliding support elements 12 and 52.

Advantageously, according to the invention, the action of the rack and pinion motor is controlled by the coordination between computer systems on board of the wagons including the engagement or release occurs.

According to an aspect of the invention, the first hooking group 10 and the second hooking group 50 comprise, on the inner surface 12b and 52b of the sliding support elements 12 and 52 a pair of parallel horizontal wings 13 and 53 linked together by a pin, respectively, 14, 54.

Advantageously according to the invention, the parallel horizontal wings 13, 53 and the pin 14, 54 can therefore move with respect to the connection point between the hooking groups 10, 50 and the respective wagons. All the other elements constituting the hooking groups 10, 50 are bound to the sliding support elements 12 and 52, to the wings 13, 53 and to the pin 14, 54. The pins 14, 54 also give the rigidity to the whole hooking groups 10, 50 to ensure to withstand tensile stresses of hooking groups 10, 50.

FIGS. 4 and 5 show, in detail, that the first hooking group 10 and the second hooking group 50 also comprise an apparatus for elastic cushioning 15a, 55a consists of a solid body of elastomeric material 15, 55 interposed between the wings 12, 52 configured to cushion and dampen the mechanical stresses to which the hooking assembly 10, 50 is subjected during the maneuvers and the movement of the carriage on which it is mounted. A containment and support base 16, 56 of metallic material configured to allow the pin 14, 54 to slide with low friction is positioned attached to said solid body 15, 55 and forming a single body with it. A hollow body 17, 57 is solidly joined to the pin 14, 54, for example of trapezoidal shape, having the metallic side walls, for example of steel, and terminating with a solid anchor to terminal elements 18, 58.

Advantageously according to the invention, the solid body 15, 55 has the function to dampen and absorb the mutual displacements between the hooking unit 10, 50 and the corresponding wagon on which it is installed, during the gear coupling with the hooking group 50, 10 installed on the wagon.

Advantageously according to the invention, the first terminal element 18 and the second terminal element 58 are configured to be coupled together in a complementary way.

A first embodiment of the two elements terminals 18 and 58 is shown in a coupled configuration shown in FIG. 6A and in decoupling configuration shown in FIG. 6B.

In particular, according to an aspect of the invention, the first terminal element 18 is substantially constituted by a rigid body provided with a first protrusion 18a, projecting horizontally outwards the first hooking group 10, and a second protrusion 18b protruding horizontally toward the inside of the first hooking group 10. In a similar manner, the second terminal element 58 of the second hooking group 50 is substantially constituted by a rigid body provided with a first protrusion 58a, protruding horizontally toward the inside of the second hooking group 50, and a second protrusion 58b projecting horizontally towards the outside of the second hooking group 50.

Advantageously according to the invention, the protrusions 18a and 18b, 58a and 58b have sections such that the protrusion 18a is complementary to the protrusion 58a and the protrusion 18b is complementary to the protrusion 58b. In fact, the protrusion 18a is configured to be wedged inside the protrusion 58a and the protrusion 58b is configured to be wedged inside the protrusion 18b. In this way, advantageously according to the invention, the engagement of the two hooking assemblies 10, 50 can be achieved.

According to an aspect of the invention, the first and the second element terminal 18 and 58 are metallic and have an outer surface 18c, 58c, more or less thick, made of an elastomeric material adapted to absorb the shocks during the coupling maneuvers between wagons.

According to another aspect of the invention, the first and the second element terminal 18 and 58 have realized with any other material having characteristics of high resistance and low friction, such the penetration of the wedge-shaped protrusions is facilitated during the fastening operation between the wagons which must be hooked.

According to another aspect of the invention, by way of example, the first and the second protrusion 18a and 18b, 58a and 58b have the shape of a truncated cone.

According to other aspects of the invention, the first and the second protrusion 18a and 18b, 58a and 58b have shape alternative to that of a truncated cone.

According to another aspect of the invention, each hooking group 10 and 50 includes, in the vicinity of the four corners of the rigid bodies 18 and 58, sensors 19 and 20, 59 and 60, logically coupled two by two redundantly along one of the diagonals of the rigid body 18, 58 and configured to crossing detect during coupling operations between wagons, the relative positioning of the bodies 18 and 58, instant by instant, with determination of the horizontal and vertical distances and the range of variation of these distances. More in detail, it is necessary that the hooking group 10 includes at least two efficiently functioning sensors 19 or 20 and that the hooking group 50 includes the corresponding two sensors 59 or 60 functioning in an efficient manner.

Advantageously according to the invention, the sensors 19 or 20 present on the rigid body 18 of the first hooking group 10 mounted on the first carriage can query or be interrogated by the sensors 59 or 60 present on the rigid body 58 of the second hooking group 50 mounted on the second carriage, through a dialogue between the computer systems on board of the wagons including to be coupled and decoupled. The two cross sensors 19 or 20, as well as the two cross sensors 59 or 60, are configured to detect both the distance of the hooking groups 10, 50 between them and the alignment of the hooking groups 10, 50 between them both in the horizontal direction and in the vertical direction.

Advantageously according to the invention, each hooking group 10, 50 requires at least one sensor for detecting the distance and the relative speed between the two wagons to be hooked, at least two diagonally sensors for detecting the horizontal oscillation and the vertical position of the same hooking groups. In this way, the computer systems on the two wagons can handle, on the basis of the information received from the sensors, the speed, the height and the verification of the oscillations of the hooking groups in such a way that the coupling is possible in the correct manner.

Moreover, advantageously according to the invention, the first hooking group 10 comprises a first mechanical lock/unlock device having jaws 21 and the second hooking group 50 comprises a second mechanical lock/unlock device having jaws 61, both configured to ensure fastening and prevent the detachment of the first and second hooking groups 10 and 50 when positioned in alignment with each other and with the protrusions 18a and 58b respectively in the wedged protrusions 58a and 18b. The coupling configuration of the system 100 shown in FIG. 1 corresponds to the configuration in which the two wagons to hook cannot be detached from each other, if not behind the arrival of a request for execution of a maneuver of disconnection between the two wagons themselves.

Advantageously according to the invention, the jaws of the locking/unlocking mechanical devices with jaws 21 and 61 are configured to automatically close following the completion of the approach maneuver between wagons to hook and after that the complementary protrusions, 18a, 18b and 58a, 58b are coupled together, as already described above.

Advantageously according to the invention, the groups 10 and 50 each comprises an actuator device, not shown in the figure, configured to open and close the jaws of the mechanical devices with jaws 21 and 61. By way of example, the actuator device can be, in the coupling phase, a spring mechanism that, snapping on the sensor signal, closes the jaws and, in the release phase, an electric motor or any other suitable actuation device that recharges the spring device to prepare the groups 10 and 50 for a new engagement.

Advantageously according to the invention, as shown in FIGS. 7 and 8, the protrusions 18a and 18b, 58a and 58b of the terminal elements 18 and 58 are respectively configured to house internally equal mobile actuators 22a and 62a, for example bellows actuators, and a fixed device 22b and 62b, respectively receiving the connectors 23a and 23b, 63a and 63b coming respectively from the holes 12c and 52c and comprising pneumatic, electrical and electronic, for example electric cables, data transmission connections and tubes for air compressed, which enable the connection between the first carriage on which is installed the first hooking group 10 and the second carriage on which the second hooking group 50. In particular, the movable actuators 22a and 62a terminate, internally to the protrusions 18a and 58a, on equal terminals 24a or 64a, of which, by way of example, the terminal 24a is shown in FIG. 9A. Similarly, the fixed devices 22b and 62b terminate, internally to the protrusions 18b and 58b, on equal terminals 24b or 64b, of which, by way of example, the terminal 64b is shown in FIG. 9B. The terminal 24a is provided with sockets matching corresponding plugs present on the terminal 64b for the electric power connections, and compressed air and data connections. Similarly, the terminal 24b is provided with plugs adapted to be housed in corresponding sockets 64a on the terminal for the same connections of the electrical energy, compressed air and data connections.

Advantageously according to the invention, the terminals 24a and 64a similarly can slide forward, thanks to the movement of the actuator 22a and 62a, after the occurred alignment of the hooking groups 10 and 50, on signal of the sensors 19, 20 and 59, 60, after the interlocking protrusions of rigid bodies 18 and 58 as described above and after the shooting lock of the jaws. In this way, once the mechanical coupling occurred between the hooking groups 10 and 50 has occured, the electric, electronic and pneumatic coupling is provided. More particularly, according to an aspect of the invention, the terminal 24a (similar configuration is that of the terminal 64a) has a first socket 24aa through which the cables of the electrical energy pass, a second and third socket 24ab and 24ac through which the compressed air pipes for the pneumatic connection of the first carriage with the second carriage pass, for actuating the brake system, and a fourth socket 24ad, for example a socket of increased data type, for the passage of data connection cables. Similarly, by way of example, the terminal 24b (analogous configuration is that one of the terminal 64b) includes plugs suitable to be housed in the corresponding sockets of the terminal 24a (or 64a if we speak of the terminal 64). As shown in FIG. 9B, the terminal 24b has a first plug through which pass the cables of the electrical energy, a second and third plug 24bb and 24bc through which the compressed air lines for the pneumatic connection of the first carriage with the second carriage pass, for actuating the brake system, and a fourth plug 24bd, for example an increased data type plug, for the passage of data connection cables. The plugs present on the terminal 24b and 64b are complementary to the sockets 24a and 64a on the terminal, so as to realize the electrical connections, electronic and tires between the two wagons, once the movable actuator 22a or 62a has completed the insertion in the fixed device 22b or 62b.

Moreover, advantageously according to the invention, as shown in FIGS. 3-5, the vertical guides 11 and 51 each comprise at least one camera 25a, 25b and 65a, 65b. More particularly, according to an aspect of the invention, the left vertical guide 11, 51 has a camera 25a, 65a fixed to its upper end and the right vertical guide 11, 51 presents a camera 25b, 65b fixed to its lower end.

Advantageously according to the invention, at least a pair of cameras 25a or 65a, and 25b or 65b comprised in the hooking group 10, 50 is necessary to allow the assigned operator, as specified below, to certify that they are locked on the basis of the images detected by these cameras, which can also be stored on the computer system where the operator works.

In use, during coupling operations, the carriage which carries the fastening operation is to approach the wagon to be hooked, whether it has stopped in a fixed position or is in movement, for example in the queue to a moving convoy. Then the terms of engagement can be checked through sensors and information from this platform in the station or on the locomotive. In the moment in which the signals relating to the distance between the wagons, the speed, the horizontal and vertical alignment of the hooking groups, and other useful parameters, from sensors are such that the computer platform of the wagon can order this engagement, the terminals of the coupling groups are prepared in order to install the additional protrusions. If, as shown in FIG. 10, the terminals 18 and 58 are misaligned because there is a difference in height between the wagons, the actuator not shown in the figure allows movement in the vertical of one or the sliding plate 12 or 52 of the first or the second hooking groups 10 or 50 until the pins 18 and 58 find themselves aligned. Just such an alignment has occurred, the coupling is realized between the complementary protrusions of the terminals 18 and 58. At this point, the jaws are closed and the bellows actuator continues forward within the protrusions so as to enable the connection of electrical, compressed air and data cables. In particular, the 11A-11D figures show the phases of coupling of the terminals 18 and 58: 1) alignment; 2) interlocking of complementary protrusions; 3) closing of the jaws of the jaw locking devices; 4) physical connection of pneumatic tubes, and electrical and electronic cables. It is, therefore, the wagon signal locked is given to the control panel. Finally, the completion of the coupling maneuver, filmed by cameras 25a, 25b, 65a, 65b, the images that frame each hooked jaw, can be transmitted to a monitor that can be expected on the cab of the tractor in which the driver, visually verified perfect coupling maneuver occurred, may confirm, in a manner provided for in the management information system present on the tractor, the transaction is fair, certifying the engagement itself. In the case of hooks between wagons for the composition of a train in the orderly formation of a peripheral system, such as the present system at a station already described in the above patent of the same Applicant, the images can be transmitted to this system where an attendant operator can confirm certifying that they are locked. The images of the coupling can, then, be stored on the system to which the certification of coupling is entrusted (eg. Of the tractor vehicle, of the station, etc.).

In the release operations, after verification that the wagon has a self-control, the pneumatic, electrical and electronic systems are disconnected, and, subsequently, the mechanical locks jaw are released. Once you have verified the success of the operation release, the carriages are removed.

Advantageously according to the invention, the engagement/release phases can take place by making use of “intelligent” cars of an “intelligent” railway train. In particular, for “intelligent” cars the Applicant means the wagons carriages of a rail transport system with automatic train composition described in the above mentioned patent already issued to the Applicant.

Advantageously according to the invention, the coupling can take place both with a convoy already equipped with traction unit, both with a convoy in the formation in which the functions normally operated from the tractor unit are assumed by a “master” wagon or by a system at the station, either to another isolated carriage with which a new convoy will begin to form (in this case the wagon to which is hooked the wagon will be the “master”). In the following functions of the drive, the “master” wagon or the system at the station will be indicated only as “driving”. By way of example, relatively to the docking maneuvers disclosed in the previous patent to achieve such automatic composition of a train, the sequence of the above operations starts by a request made to an isolated wagon to perform the fastening operation to another wagon of a convoy in the composition. The carriage starts in the required direction and activates the sensors present in the first hooking group looking for the corresponding sensors of the second hooking group of the other wagon, identifying them with the sensor codes that were transmitted, for example by tracing with transponder. The carriage to which it will have to hook will alert and adjusts itself to engaging, accepting the same docking operation. During the approach the information provided by the sensor pairs on the two carriages are used by the management system of the wagon to hook to determine the distances between the wagons and the approach speed. In the vicinity of the contact, always through the sensors the existence of the minimum alignment between the terminals with protrusions will be determined verifying the relative positions of the two apparatuses either horizontally or vertically, watching in the approaching time the maximum deviations in the two directions and, if necessary, it may be provided for the possibility to operate an optimal alignment of the terminals with protrusions also by means of the actuators. Once the alignment positive verification, the approach maneuver is authorized and also the insertion of protrusions in the complementary ones. After the mechanical action of the thrust given by the insertion of protrusions in the complementary ones, the release mechanism that automatically closes the two jaw elements which can lock the seats rigid bodies on the two wagons to be hooked can be activated. When the lock of the jaws is occurred, a control system may enable the insertion of the pneumatic fittings of the braking system, the electrical and electronic connections, for example by means of the actuator which acts on the terminal. Once the perfect execution of the operation and efficiency of all connections (mechanical, pneumatic, electrical, electronic) is verified, the hooked wagon switches the management of the hooked wagon from isolated to hooked, and passes control of the wagon management to drive the convoy. The operator responsible for the certification of engagement will formally confirm the completion of the transaction after it, warned by appropriate screen message, will have viewed the images of surveillance cameras. The same images will be properly stored for future views for inspection and controls with indications of date, time, wagons concerned operator who confirmed the operation.

For the release operations starting with the order transmitted from the tractor to the two wagons that must come off, to perform the sequence of operations which will lead to the separation of the wagons. The wagon separating from the convoy asks for confirmation of the release to the wagon from which it has to disengage by means of the sensors verify of the identity of the wagons. Once the confirmation is obtained, the wagon to release will acquire the self-control of the wagon activating the switching of the control of the wagon from hooked to blocked. Both wagons will activate the actuators to disconnect the pneumatic, electrical and electronic connections. Upon completion of this operation confirmed from one wagon, it will proceed to operate the actuators to open the jaw elements to block the wagons. This operation will also charge the mechanical elements to allow a subsequent maneuver of engagement.

FIG. 12 shows a second embodiment of the system for automatic coupling and release of vehicles travelling on the rail network, according to the invention. More in detail, the second embodiment of the system 200 for automatic coupling and release of vehicles travelling on the rail network, shown in FIG. 12A for the portion relating to a first circulating vehicle 70, such as a railway wagon devoid of buffers, comprises a first hooking group 210, a vertical alignment apparatus 211 to which the first hooking group 210 is connected, and an apparatus for elastic cushioning 215 to which is connected the vertical alignment apparatus 211. A second hooking group 250 of the system 200 connected to a second circulating vehicle 80, shown in FIG. 12B, will have the same configuration as the first hooking group 210.

Advantageously according to the invention, the elastic cushioning apparatus 215, shown more in detail in FIG. 12C and similar to the elastic cushioning apparatus 255 of the second hooking group 250 is an elastomeric box. The elastomeric box is a metal box inside which are contained two elastomeric material blocks 215a and 215b separated by a metal plate 215c, which, if stressed in tension or compression, transmits the effort to the elastomeric material. The metal plate 215c is connected to a metal axis 215d, kept in a vertical position with respect to it in the situation of absence of stresses, which binds to the vertical alignment apparatus 211.

The FIGS. 13A and 13B show a third embodiment of the system 300 for automatic coupling and release of vehicles travelling on the rail network, respectively for the portions relating to a first circulating vehicle 90a and to a second circulating vehicle 90b, for example, railway wagons with buffers 91a and 91b. The system 300 of FIG. 13A comprises a first hooking group 310, a vertical alignment apparatus 311 to which the first hooking group 300 is connected, an horizontal alignment apparatus 313, to which the vertical alignment apparatus 311 is connected, and a piston 314. In this case, the circulating medium 90a also includes an apparatus for elastic cushioning 95a to which the piston 314 of the system 300 is connected.

A second hooking group 350 of the system 300 connected to a second circulating vehicle 90b, shown in FIG. 13B, will have the same configuration as the first hooking group 310.

The second and the third embodiment 200 and 300 comprise a second embodiment of the vertical alignment apparatus. In particular, the vertical alignment apparatus 211, shown in FIG. 14, but the same description applies equally for the apparatus 251, 311, 351, 211a, includes a pair of vertical guides between which is slidable a support element, or plate, 211b to which the hooking group 200 is bound. Thanks to the vertical alignment apparatus 211 and 251 for the system 200 and, also, thanks to the apparatus 311 and 351 for the system 300, it is possible to compensate for any significant elevation differences the hooking group 210, or 250, or 310, or 350, during the maneuvers between cars/wagons.

More particularly, while the vertical guides of the apparatus of a vertical alignment 211, 251, 311, 351 are respectively fixed to hooking groups 210, 250, 310, 350, the sliding support element is fixed to the apparatus of elastic cushioning 215 or 251, in the case of the vertical alignment apparatus 211 or 251, while it is fixed to the bar which comes from the piston 314 or 354, in the case of the vertical alignment apparatus 311 or 351. FIG. 14A shows, in particular, the sliding support element 211b in up sliding configuration and FIG. 14B shows the sliding support element 211b in down sliding configuration, allowing slippage up and down of the hooking group 210 fixed to the sliding support element 211b. The same can be applied mutatis mutandis to the vertical alignment apparatus 251, 311, 351.

According to a third embodiment, as shown in FIG. 15, the vertical alignment apparatus 211, and similarly 251, 311 and 351, is made as a double pendulum. In particular, with reference to the apparatus 211 by way of example, but also valid for the apparatus 251, 311, 351 with suitable modified reference numerals, the apparatus 211 comprises a first flat element 211aa configured to be hooked to the hooking group 210 and a second flat element 211aab configured to be coupled to the elastic cushioning apparatus 215. Each flat element 211aa and 211aab is internally provided with upper coupling elements 211ab, at least four, between which upper rods 216a are rotatably connected, and lower coupling elements 211ac, at least four, between lower rods 216b are connected in rotary manner. As shown in FIG. 15B, during the phase of hooking of the hooking groups of two circulating vehicles between them, the upper rods 216a and lower rods 216b pass, rotating around the upper coupling elements 211ab and lower coupling elements 211ac, from a horizontal position (FIG. 15BA) to an oblique position (FIG. 15BB) by counterclockwise rotation, then again to the horizontal position (FIG. 15BC), finally to an oblique position by clockwise rotation (FIG. 15BD). Substantially, through the double pendulum mechanism, the apparatus 211 hooked to a hooking group allows a continuous adjustment of the vertical alignment between the hooking groups of the two hooked rail vehicles.

In FIG. 16 an embodiment of the horizontal alignment apparatus 313 of the system 300 is shown in front view and plan view. This type of mechanism allows to make align the first hooking group 310 of a wagon 90a on the second hooking group 350 of another wagon 90b during the coupling phase, because, using the elastic cushioning apparatuses 95a and 95b, already existing on the wagons, normally connected to a connection rigid bar (see FIG. 16B) rotating on a hub to allow freedom of horizontal movement to adapt to the operating conditions in the movement of the wagons, for example when cornering, or when exchanges switching, and which does not ensure by itself a horizontal alignment of the bar to align the hooking group to that of another wagon during the hooking phase. The system of springs 313a, also operated by an actuator, not shown in the figure, allows a correct positioning of the hooking group in the various operating conditions, and made the alignment between different hooking groups. Furthermore, the same hooking group is usually in withdrawn position with respect to the projection of the buffers 91a, which makes the piston 314 having the plunger 314a necessary connected to the vertical alignment apparatus 311 and inserted in a tow connection bar docked at the 96a articulated joint, to allow, during the coupling phase, the going out of the first hooking group to allow either the block between the hooking groups of the wagons, and then retreating with appropriate force, to tighten the wagons compressing the buffers 91a to ensure a complete docking maneuver.

FIG. 17 shows an embodiment of the first hooking group 210. In particular, according to an aspect of the invention, the first hooking group 210 comprises a first terminal element 218 substantially constituted by a rigid body provided with a first protrusion 218a, projecting horizontally towards the outside of the first hooking group 210, and a second protrusion 218b projecting horizontally towards the inside of the first group hooking 210. In a similar manner, the second hooking group 250 of a second rail vehicle, shown in FIG. 18, includes a terminal element 258 substantially constituted by a rigid body provided with a first protrusion 258a, projecting horizontally towards the inside of the second hooking group 250, and a second protrusion 258b projecting horizontally outwards of the second hooking group 250.

Advantageously according to the invention, the protrusions 218a and 218b, 258a and 258b have sections such that the protrusion 218a is complementary to the protrusion 258a and the protrusion 218b is complementary to the protrusion 258b. In fact, the protrusion 218a is configured to be wedged inside the protrusion 258a and the protrusion 258b is configured to be wedged inside the protrusion 218b. In this way, advantageously according to the invention, the hooking of the two hooking groups 210 and 250 between them can be realized.

According to another aspect of the invention, the first and the second terminal element 218 and 258 are realized with any material having characteristics of high resistance and low friction, such that penetration of the wedge-shaped protrusions during the fastening operation between the wagons that must be secured is facilitated.

According to another aspect of the invention, by way of example, the first and the second protrusion 218a and 218b, 258a and 258b have the shape of a truncated cone.

According to other aspects of the invention, the first and the second protrusion 218a and 218b, 258a and 258b they have alternative forms to that of a truncated cone.

The description relating to FIGS. 17 and 18 can be considered valid, mutatis mutandis, with reference to hooking groups 310 and 350.

Also the hooking groups of the second and third embodiment 200 and 300 of the system include sensors, not shown in the figure, configured to detect, during coupling operations between wagons, the relative positioning of the groups between their hooking instant by instant, with determination of the horizontal and vertical distances and the range of variation of these distances.

According to an aspect of the invention, alternative sensor systems (eg. image processing) to determine the distance and speed can be used alternately.

Moreover, advantageously according to the invention, the first hooking group 210 comprises a first mechanical device with jaws 221 and the second hooking group 250 comprises a second mechanical locking/unlocking device with jaws 261, both configured to ensure fastening and prevent the detachment of the first and second hooking 210 and 250, when positioned in alignment with each other and with the protrusions 218a and 258b respectively in the wedged protrusions 258a and 218b.

The coupling phases of the two hooking groups 210 and 250 are shown in FIG. 19.

Advantageously according to the invention, the jaws of the mechanical locking/unlocking devices with jaws 221 and 261 devices are configured to automatically close due to the completion of the approach maneuver between wagons to hook and after that the complementary protrusions, 218a, 218b and 258a, 258b are coupled to each other, as already described above.

Advantageously according to the invention, the groups 210 and 250 each comprise an actuator device, not shown in the figure, configured to open and close the jaws of the mechanical locking/unlocking devices with jaws 221 and 261. By way of example, the actuator device can be, in the coupling phase, a pneumatic mechanism which, when operated on command of the computer system present on the wagon and on the sensor signal, closes the jaws and, in the release phase, with the same mode makes open the jaws. The actuation mechanism can be realized in different ways, for example with a hydraulic system, with an electric motor or any other actuator device suitable to lock the groups 210 and 250.

Advantageously according to the invention, as shown in FIGS. 17 and 18, the protrusions 218a and 218b, 258a and 258b of the terminal elements 218 and 258 are configured to respectively accommodate internally equal mobile actuators 222a and 262a, for example bellows actuators, and a fixed device 222b and 262b, respectively receiving fittings comprising pneumatic, electrical and electronic, for example electric cables, data transmission connections and tubes for compressed air, which allow the connection between the first wagon on which the first hooking group 210 is installed and the second wagon on which the second hooking group 250 is installed. In particular, as best shown in FIG. 20, the movable actuators 222a and 262a end, internally to the protrusions 218a and 258a, on a male terminal 224a or 264a equal each other. Similarly, the fixed devices 222b and 262b end, internally the protrusions 218b and 258b, on a female terminal 224b and 264b equal to each other. The terminal 224a is provided with matching sockets corresponding to the housing of the plugs on the terminal 264b for the electricity connections, compressed air and data connections. Similarly, the terminal 224b is provided with plugs adapted to be housed in corresponding sockets on the terminal 264a for the same connections of the electrical energy, compressed air and data.

Advantageously according to the invention, the terminals 224a and similarly 264a may scroll forward, thanks to the movement of the actuator 222a and 262a, after the actual occurrence of the alignment of hooking groups 210 and 250, after the interlocking of the protrusions of rigid bodies 218 and 258, as described above and after the closing of the jaws. In this way, once the mechanical coupling occurred between the hooking groups 210 and 250, the electric, electronic and pneumatic coupling is provided.

More particularly, according to an aspect of the invention, as shown in FIG. 20A and 20B, the terminal 224a (similar configuration is that one of the terminal 264a) has a first socket 224aa through which the cables of the electrical energy pass, a second socket 224ab to which the compressed air pipes for the pneumatic connection of the first wagon with the second wagon are connected, for actuating the brake system, and a third socket 224ac, such as a socket of increased data type, for the passage of cables data connection. Similarly, by way of example, the terminal 264b (similar configuration is that one of the terminal 224b) includes pins suitable to be housed in the corresponding sockets of the terminal 224a (or 264a in the case of the terminal 224b). The terminal 264b has a first plug 264ba through which the cables of the electrical energy pass, a second plug 264bb through which the compressed air pipes pass for the pneumatic connection of the first wagon with the second wagon, for actuating the brake system, and a third plug 264bc, for example an increased data type plug, for the passage of data connection cables. The plugs present on terminal 224b and 264b are complementary to the sockets on the terminal 224a and 264a, so as to realize, once the movable actuator 222a or 262a has completed the insertion in the fixed device 222b or 262b, the electrical, electronic and pneumatic connections between the two wagons.

According to an aspect of the invention, as shown in FIG. 20C and 20D, the terminals 224a, 264a, 224b, 264b may not include the electrical connection that can be placed on the front face of the hooking group in seats 264c. In both cases, as shown in FIG. 20A and 20B, the passage of current can only be powered in hooking groups after the correct physical engagement of the hooking groups has taken place, in order to avoid the arising of sparks. Advantageously according to the invention, the terminal elements 218, 258 may include a screw coupling 270 for the compatibility between the hooking groups 210, 250 and of the traditional type wagons with conventional hooks. The same can be said with reference to hooking groups 310 and 350.

FIG. 21 shows, by way of example, a second embodiment of a terminal element 218′ of a first hooking group 210 of the system 200. The same type of embodiment also applies to hooking groups 250, 310 and 350 described above. The terminal element 218′ comprises, in addition to all other components already described in the case of the terminal elements 218 with jaws, a different twist latching mechanism 221′, alternative to the hooking jaws, with a second terminal element 258′ shown in FIG. 22. In particular, the terminal element 218′ has two lances 218′c, of the type of twist lock used for anchoring normal containers, positioned in two opposite corners along a diagonal of the front surface of 218′d of the terminal element 218′, and two oval holes 218′e at the other two opposite corners along the other diagonal of the front surface 218′d. The lances 218′c are connected to rods 218′f internal to the terminal element 218′ and are free to rotate of 90° by means of pneumatic or hydraulic actuators 218′g, or electrical or other, independently one from the other or, alternatively, depending each other being connected by metal bars 218′h that allow a synchronous movement, by acting on the rods 218′f and causing rotation of the lances 218′c in the step of coupling complementary protrusions of two terminal elements of two hooking groups and the consequent lock, as best shown in FIG. 22. A terminal element 258′ will present, in fact, the holes 258′e in complementary positions with respect to the lances 218′c so that the lances 218′ enter into the holes 258′e and rotating block the two terminal elements 218′ and 258′. In the release phase the rotation will occur in the reverse direction allowing the escape of the lance from the hole.

FIG. 22 shows the connection and disconnection phases of the two terminal elements 218′ and 258′. FIG. 22A represents the two terminal elements 218′ and 258′ yet detached, in the approach phase. FIG. 22B represents the step of coupling the terminal elements 218′ and 258′. FIG. 22C represents the phase of twist hooking the terminal elements 218′ and 258′. FIG. 22D represents the phase of the electric type connections, data and pneumatic connections.

For greater clarity, the FIGS. 23 and 24 show, by way of example, the first hooking group 218′ of FIG. 21 coupled to a conventional coupling system, or tow rod 96a which is fitted to any traditional railway wagon 90a, for coupling to another wagon 90b.

Moreover, advantageously according to the invention, the systems 200 and 300 each comprise at least one camera or at least one pair of cameras, positioned so as to view the connection elements, necessary to enable the attendant operator, as specified below, to certify that they are locked on the basis of images detected by these cameras, which can also be stored on the computer system where the clerk operates.

In use, during coupling operations, the wagon which carries the fastening operation is to approach the wagon to be hooked, either it has stopped in a fixed position or it is in movement, for example in the queue of a moving convoy. Then the terms of engagement can be checked through sensors and information from this platform in the station or on the locomotive. In the moment in which the signals relating to the distance between the wagons, the speed, the horizontal and vertical alignment of the hooking groups, and other useful parameters, from sensors are such that the computer platform of the wagon can order this engagement, the terminals of the hooking groups are prepared in order to install the additional protrusions. Once the alignment occurred, the coupling is realized between the complementary protrusions of the terminals. At this point, or the jaws are closed and the actuator bellows continues forward within the protrusions so as to allow the connection of electrical cables, compressed air and data, or puts into operation the twist mechanism and then the connections are made.

In the case of systems of the type 300, the piston 314 first pushes forward the hooking group 310, and based on the jaws or twist lock, it retracts so as to create compression between the buffers 91a during the wagons race.

It is, therefore, the signal of wagon locked is given to the control panel. Finally, at the completion of the docking maneuver, caught on camera, images that frame each jaw docked or launches twist rotated, can be transmitted to a monitor that can be expected on the cab of the tractor in which the driver, having visually checked for perfect maneuver of the hooking, may confirm, in a manner provided for in the management information system present on the tractor, that the operation is fair, certifying the engagement itself.

In the release operations, after verification that the wagon has a self-control, pneumatic, electrical and electronic systems are disconnected, and, subsequently, the jaw or twist mechanical can be released. After the verification of the successful release operation, the wagons are removed.

Therefore, the three embodiments of the system 100, 200 and 300 can be used both with traditional carts that with “intelligent” wagons and allow advantageously to control, thanks also to the system of sensors, cameras and computer to support, the hooking and the perfect alignment on the move, as well as the release of the hooking groups of wagons.

Therefore, the system for automatic coupling and release of vehicles travelling on the rail network according to the invention allows to automatically perform the necessary maneuvers with speed, safety and high reliability also as a result of the coupling operations and very frequent release.

Another advantage of the system for automatic coupling and release of vehicles travelling on the rail network according to the invention is to ensure the elasticity of movement between the circulating means coupled both in compression and in traction.

A further advantage of the system for automatic coupling and release of vehicles travelling on the rail network according to the invention is to guarantee the vertical and horizontal alignment between the circulating vehicles coupled both stationary and in stroke.

Finally, the system for automatic coupling and release of vehicles travelling on the rail network according to the invention is facilitated enabler of rail transport.

Finally it is clear that the system for automatic coupling and release of vehicles travelling on the rail network here described and illustrated can be subject to modifications and variations without thereby departing from the protective scope of the present invention, as defined in the appended claims.

The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are to be regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure.

SYSTEM FOR AUTOMATIC COUPLING AND RELEASE OF VEHICLES TRAVELLING ON THE RAIL NETWORK

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