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

System for automatic coupling and release of at least a first vehicle and of a second vehicle travelling on the railway network comprising at least a first hooking group of the first vehicle and at least a second hooking group of the second vehicle, comprising at least one vertical alignment apparatus for vertical alignment of the at least one first and at least a second hooking group, the first and at least the second hooking group being configured to be coupled and released each other by means of complementary interlocking coupling means under the control of an informatic system present on each vehicle.

FIELD

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

BACKGROUND

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

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.

DETAILED DESCRIPTION

With reference to these figures and, in particular, toFIGS. 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 system100for automatic coupling and release of vehicles travelling on the rail network comprises a first hooking group10slidable between two parallel vertical guides11configured to be fixed, for example, on the end of a first railway wagon, and a second hooking group50attachable to the first hooking group10and slidable between two parallel vertical guides51configured 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 system100includes a vertical alignment apparatus11a and51a, whose first embodiment is shown inFIG. 3, and comprising the two parallel vertical guides11, or51, a first support element12of the hooking group10, or a second support element52of the hooking group50, slidable in the vertical direction, respectively, between the two vertical guides11or51.

Advantageously according to the invention, as best shown inFIG. 3A, since the support elements12and52is able to slide along the pairs of vertical guides11,51, rigidly connected to the railway wagon crossbar on which the hooking group10or50is mounted, it is thus possible for the system100offset any significant elevation differences of hooking group10or50in the maneuvers between cars/wagons.

According to an aspect of the invention, the sliding support elements12and52are sliding plates having a surface12a,52afacing towards the railway wagon crossbar on which the hooking group10or50is mounted, although it is not in contact with this, and a surface12b,52binternal to the hooking group10or50, the plates being provided with a central through-hole12cand52cfor 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 system100comprises at least one rack and pinion motor, not shown in the figure, configured to drive the up and down sliding of the hooking group10or50, by means of the sliding support elements12and52.

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 group10and the second hooking group50comprise, on the inner surface12band52bof the sliding support elements12and52a pair of parallel horizontal wings13and53linked together by a pin, respectively,14,54.

Advantageously according to the invention, the parallel horizontal wings13,53and the pin14,54can therefore move with respect to the connection point between the hooking groups10,50and the respective wagons. All the other elements constituting the hooking groups10,50are bound to the sliding support elements12and52, to the wings13,53and to the pin14,54. The pins14,54also give the rigidity to the whole hooking groups10,50to ensure to withstand tensile stresses of hooking groups10,50.

FIGS. 4 and 5show, in detail, that the first hooking group10and the second hooking group50also comprise an apparatus for elastic cushioning15a,55aconsists of a solid body of elastomeric material15,55interposed between the wings12,52configured to cushion and dampen the mechanical stresses to which the hooking assembly10,50is subjected during the maneuvers and the movement of the carriage on which it is mounted. A containment and support base16,56of metallic material configured to allow the pin14,54to slide with low friction is positioned attached to said solid body15,55and forming a single body with it. A hollow body17,57is solidly joined to the pin14,54, for example of trapezoidal shape, having the metallic side walls, for example of steel, and terminating with a solid anchor to terminal elements18,58.

Advantageously according to the invention, the solid body15,55has the function to dampen and absorb the mutual displacements between the hooking unit10,50and the corresponding wagon on which it is installed, during the gear coupling with the hooking group50,10installed on the wagon.

Advantageously according to the invention, the first terminal element18and the second terminal element58are configured to be coupled together in a complementary way.

A first embodiment of the two elements terminals18and58is shown in a coupled configuration shown inFIG. 6Aand in decoupling configuration shown inFIG. 6B.

In particular, according to an aspect of the invention, the first terminal element18is substantially constituted by a rigid body provided with a first protrusion18a,projecting horizontally outwards the first hooking group10, and a second protrusion18bprotruding horizontally toward the inside of the first hooking group10. In a similar manner, the second terminal element58of the second hooking group50is substantially constituted by a rigid body provided with a first protrusion58a,protruding horizontally toward the inside of the second hooking group50, and a second protrusion58bprojecting horizontally towards the outside of the second hooking group50.

Advantageously according to the invention, the protrusions18aand18b,58aand58bhave sections such that the protrusion18ais complementary to the protrusion58aand the protrusion18bis complementary to the protrusion58b.In fact, the protrusion18ais configured to be wedged inside the protrusion58aand the protrusion58bis configured to be wedged inside the protrusion18b.In this way, advantageously according to the invention, the engagement of the two hooking assemblies10,50can be achieved.

According to an aspect of the invention, the first and the second element terminal18and58are metallic and have an outer surface18c,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 terminal18and58have 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 protrusion18aand18b,58aand58bhave the shape of a truncated cone.

According to other aspects of the invention, the first and the second protrusion18aand18b,58aand58bhave shape alternative to that of a truncated cone.

According to another aspect of the invention, each hooking group10and50includes, in the vicinity of the four corners of the rigid bodies18and58, sensors19and20,59and60, logically coupled two by two redundantly along one of the diagonals of the rigid body18,58and configured to crossing detect during coupling operations between wagons, the relative positioning of the bodies18and58, 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 group10includes at least two efficiently functioning sensors19or20and that the hooking group50includes the corresponding two sensors59or60functioning in an efficient manner.

Advantageously according to the invention, the sensors19or20present on the rigid body18of the first hooking group10mounted on the first carriage can query or be interrogated by the sensors59or60present on the rigid body58of the second hooking group50mounted 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 sensors19or20, as well as the two cross sensors59or60, are configured to detect both the distance of the hooking groups10,50between them and the alignment of the hooking groups10,50between them both in the horizontal direction and in the vertical direction.

Advantageously according to the invention, each hooking group10,50requires 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 group10comprises a first mechanical lock/unlock device having jaws21and the second hooking group50comprises a second mechanical lock/unlock device having jaws61, both configured to ensure fastening and prevent the detachment of the first and second hooking groups10and50when positioned in alignment with each other and with the protrusions18aand58brespectively in the wedged protrusions58aand18b.The coupling configuration of the system100shown inFIG. 1corresponds 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 jaws21and61are configured to automatically close following the completion of the approach maneuver between wagons to hook and after that the complementary protrusions,18a,18band58a,58bare coupled together, as already described above.

Advantageously according to the invention, the groups10and50each comprises an actuator device, not shown in the figure, configured to open and close the jaws of the mechanical devices with jaws21and61. 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 groups10and50for a new engagement.

Advantageously according to the invention, as shown inFIGS. 7 and 8, the protrusions18aand18b,58aand58bof the terminal elements18and58are respectively configured to house internally equal mobile actuators22aand62a,for example bellows actuators, and a fixed device22band62b,respectively receiving the connectors23aand23b,63aand63bcoming respectively from the holes12cand52cand 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 group10and the second carriage on which the second hooking group50. In particular, the movable actuators22aand62aterminate, internally to the protrusions18aand58a,on equal terminals24aor64a,of which, by way of example, the terminal24ais shown inFIG. 9A. Similarly, the fixed devices22band62bterminate, internally to the protrusions18band58b,on equal terminals24bor64b,of which, by way of example, the terminal64bis shown inFIG. 9B. The terminal24ais provided with sockets matching corresponding plugs present on the terminal64bfor the electric power connections, and compressed air and data connections. Similarly, the terminal24bis provided with plugs adapted to be housed in corresponding sockets64aon the terminal for the same connections of the electrical energy, compressed air and data connections.

Advantageously according to the invention, the terminals24aand64asimilarly can slide forward, thanks to the movement of the actuator22aand62a,after the occurred alignment of the hooking groups10and50, on signal of the sensors19,20and59,60, after the interlocking protrusions of rigid bodies18and58as described above and after the shooting lock of the jaws. In this way, once the mechanical coupling occurred between the hooking groups10and50has occured, the electric, electronic and pneumatic coupling is provided. More particularly, according to an aspect of the invention, the terminal24a(similar configuration is that of the terminal64a) has a first socket24aathrough which the cables of the electrical energy pass, a second and third socket24aband24acthrough 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 socket24ad,for example a socket of increased data type, for the passage of data connection cables. Similarly, by way of example, the terminal24b(analogous configuration is that one of the terminal64b) includes plugs suitable to be housed in the corresponding sockets of the terminal24a(or64aif we speak of the terminal64). As shown inFIG. 9B, the terminal24bhas a first plug through which pass the cables of the electrical energy, a second and third plug24bband24bcthrough 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 plug24bd,for example an increased data type plug, for the passage of data connection cables. The plugs present on the terminal24band64bare complementary to the sockets24aand64aon the terminal, so as to realize the electrical connections, electronic and tires between the two wagons, once the movable actuator22aor62ahas completed the insertion in the fixed device22bor62b.

Moreover, advantageously according to the invention, as shown inFIGS. 3-5, the vertical guides11and51each comprise at least one camera25a,25band65a,65b.More particularly, according to an aspect of the invention, the left vertical guide11,51has a camera25a,65afixed to its upper end and the right vertical guide11,51presents a camera25b,65bfixed to its lower end.

Advantageously according to the invention, at least a pair of cameras25aor65a,and25bor65bcomprised in the hooking group10,50is 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 inFIG. 10, the terminals18and58are 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 plate12or52of the first or the second hooking groups10or50until the pins18and58find themselves aligned. Just such an alignment has occurred, the coupling is realized between the complementary protrusions of the terminals18and58. 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, the11A-11D figures show the phases of coupling of the terminals18and58: 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 cameras25a,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. 12shows 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 system200for automatic coupling and release of vehicles travelling on the rail network, shown inFIG. 12Afor the portion relating to a first circulating vehicle70, such as a railway wagon devoid of buffers, comprises a first hooking group210, a vertical alignment apparatus211to which the first hooking group210is connected, and an apparatus for elastic cushioning215to which is connected the vertical alignment apparatus211. A second hooking group250of the system200connected to a second circulating vehicle80, shown inFIG. 12B, will have the same configuration as the first hooking group210.

Advantageously according to the invention, the elastic cushioning apparatus215, shown more in detail inFIG. 12Cand similar to the elastic cushioning apparatus255of the second hooking group250is an elastomeric box. The elastomeric box is a metal box inside which are contained two elastomeric material blocks215aand215bseparated by a metal plate215c,which, if stressed in tension or compression, transmits the effort to the elastomeric material. The metal plate215cis connected to a metal axis215d,kept in a vertical position with respect to it in the situation of absence of stresses, which binds to the vertical alignment apparatus211.

TheFIGS. 13A and 13Bshow a third embodiment of the system300for automatic coupling and release of vehicles travelling on the rail network, respectively for the portions relating to a first circulating vehicle90aand to a second circulating vehicle90b,for example, railway wagons with buffers91aand91b.The system300ofFIG. 13Acomprises a first hooking group310, a vertical alignment apparatus311to which the first hooking group300is connected, an horizontal alignment apparatus313, to which the vertical alignment apparatus311is connected, and a piston314. In this case, the circulating medium90aalso includes an apparatus for elastic cushioning95ato which the piston314of the system300is connected.

A second hooking group350of the system300connected to a second circulating vehicle90b,shown inFIG. 13B, will have the same configuration as the first hooking group310.

The second and the third embodiment200and300comprise a second embodiment of the vertical alignment apparatus. In particular, the vertical alignment apparatus211, shown inFIG. 14, but the same description applies equally for the apparatus251,311,351,211a,includes a pair of vertical guides between which is slidable a support element, or plate,211bto which the hooking group200is bound. Thanks to the vertical alignment apparatus211and251for the system200and, also, thanks to the apparatus311and351for the system300, it is possible to compensate for any significant elevation differences the hooking group210, or250, or310, or350, during the maneuvers between cars/wagons.

More particularly, while the vertical guides of the apparatus of a vertical alignment211,251,311,351are respectively fixed to hooking groups210,250,310,350, the sliding support element is fixed to the apparatus of elastic cushioning215or251, in the case of the vertical alignment apparatus211or251, while it is fixed to the bar which comes from the piston314or354, in the case of the vertical alignment apparatus311or351.FIG. 14Ashows, in particular, the sliding support element211bin up sliding configuration andFIG. 14Bshows the sliding support element211bin down sliding configuration, allowing slippage up and down of the hooking group210fixed to the sliding support element211b.The same can be applied mutatis mutandis to the vertical alignment apparatus251,311,351.

According to a third embodiment, as shown inFIG. 15, the vertical alignment apparatus211, and similarly251,311and351, is made as a double pendulum. In particular, with reference to the apparatus211by way of example, but also valid for the apparatus251,311,351with suitable modified reference numerals, the apparatus211comprises a first flat element211aaconfigured to be hooked to the hooking group210and a second flat element211aabconfigured to be coupled to the elastic cushioning apparatus215. Each flat element211aaand211aabis internally provided with upper coupling elements211ab,at least four, between which upper rods216aare rotatably connected, and lower coupling elements211ac,at least four, between lower rods216bare connected in rotary manner. As shown inFIG. 15B, during the phase of hooking of the hooking groups of two circulating vehicles between them, the upper rods216aand lower rods216bpass, rotating around the upper coupling elements211aband lower coupling elements211ac,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 apparatus211hooked to a hooking group allows a continuous adjustment of the vertical alignment between the hooking groups of the two hooked rail vehicles.

InFIG. 16an embodiment of the horizontal alignment apparatus313of the system300is shown in front view and plan view. This type of mechanism allows to make align the first hooking group310of a wagon90aon the second hooking group350of another wagon90bduring the coupling phase, because, using the elastic cushioning apparatuses95aand95b,already existing on the wagons, normally connected to a connection rigid bar (seeFIG. 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 springs313a,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 buffers91a,which makes the piston314having the plunger314anecessary connected to the vertical alignment apparatus311and inserted in a tow connection bar docked at the96aarticulated 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 buffers91ato ensure a complete docking maneuver.

FIG. 17shows an embodiment of the first hooking group210. In particular, according to an aspect of the invention, the first hooking group210comprises a first terminal element218substantially constituted by a rigid body provided with a first protrusion218a,projecting horizontally towards the outside of the first hooking group210, and a second protrusion218bprojecting horizontally towards the inside of the first group hooking210. In a similar manner, the second hooking group250of a second rail vehicle, shown inFIG. 18, includes a terminal element258substantially constituted by a rigid body provided with a first protrusion258a,projecting horizontally towards the inside of the second hooking group250, and a second protrusion258bprojecting horizontally outwards of the second hooking group250.

Advantageously according to the invention, the protrusions218aand218b,258aand258bhave sections such that the protrusion218ais complementary to the protrusion258aand the protrusion218bis complementary to the protrusion258b.In fact, the protrusion218ais configured to be wedged inside the protrusion258aand the protrusion258bis configured to be wedged inside the protrusion218b.In this way, advantageously according to the invention, the hooking of the two hooking groups210and250between them can be realized.

According to another aspect of the invention, the first and the second terminal element218and258are 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 protrusion218aand218b,258aand258bhave the shape of a truncated cone.

According to other aspects of the invention, the first and the second protrusion218aand218b,258aand258bthey have alternative forms to that of a truncated cone.

The description relating toFIGS. 17 and 18can be considered valid, mutatis mutandis, with reference to hooking groups310and350.

Also the hooking groups of the second and third embodiment200and300of 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 group210comprises a first mechanical device with jaws221and the second hooking group250comprises a second mechanical locking/unlocking device with jaws261, both configured to ensure fastening and prevent the detachment of the first and second hooking210and250, when positioned in alignment with each other and with the protrusions218aand258brespectively in the wedged protrusions258aand218b.

The coupling phases of the two hooking groups210and250are shown inFIG. 19.

Advantageously according to the invention, the jaws of the mechanical locking/unlocking devices with jaws221and261devices are configured to automatically close due to the completion of the approach maneuver between wagons to hook and after that the complementary protrusions,218a,218band258a,258bare coupled to each other, as already described above.

Advantageously according to the invention, the groups210and250each comprise an actuator device, not shown in the figure, configured to open and close the jaws of the mechanical locking/unlocking devices with jaws221and261. 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 groups210and250.

Advantageously according to the invention, as shown inFIGS. 17 and 18, the protrusions218aand218b,258aand258bof the terminal elements218and258are configured to respectively accommodate internally equal mobile actuators222aand262a,for example bellows actuators, and a fixed device222band262b,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 group210is installed and the second wagon on which the second hooking group250is installed. In particular, as best shown inFIG. 20, the movable actuators222aand262aend, internally to the protrusions218aand258a,on a male terminal224aor264aequal each other. Similarly, the fixed devices222band262bend, internally the protrusions218band258b,on a female terminal224band264bequal to each other. The terminal224ais provided with matching sockets corresponding to the housing of the plugs on the terminal264bfor the electricity connections, compressed air and data connections. Similarly, the terminal224bis provided with plugs adapted to be housed in corresponding sockets on the terminal264afor the same connections of the electrical energy, compressed air and data.

Advantageously according to the invention, the terminals224aand similarly264amay scroll forward, thanks to the movement of the actuator222aand262a,after the actual occurrence of the alignment of hooking groups210and250, after the interlocking of the protrusions of rigid bodies218and258, as described above and after the closing of the jaws. In this way, once the mechanical coupling occurred between the hooking groups210and250, the electric, electronic and pneumatic coupling is provided.

More particularly, according to an aspect of the invention, as shown inFIG. 20A and 20B, the terminal224a(similar configuration is that one of the terminal264a) has a first socket224aathrough which the cables of the electrical energy pass, a second socket224abto 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 socket224ac,such as a socket of increased data type, for the passage of cables data connection. Similarly, by way of example, the terminal264b(similar configuration is that one of the terminal224b) includes pins suitable to be housed in the corresponding sockets of the terminal224a(or264ain the case of the terminal224b). The terminal264bhas a first plug264bathrough which the cables of the electrical energy pass, a second plug264bbthrough 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 plug264bc,for example an increased data type plug, for the passage of data connection cables. The plugs present on terminal224band264bare complementary to the sockets on the terminal224aand264a,so as to realize, once the movable actuator222aor262ahas completed the insertion in the fixed device222bor262b,the electrical, electronic and pneumatic connections between the two wagons.

According to an aspect of the invention, as shown inFIG. 20C and 20D, the terminals224a,264a,224b,264bmay not include the electrical connection that can be placed on the front face of the hooking group in seats264c.In both cases, as shown inFIG. 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 elements218,258may include a screw coupling270for the compatibility between the hooking groups210,250and of the traditional type wagons with conventional hooks. The same can be said with reference to hooking groups310and350.

FIG. 21shows, by way of example, a second embodiment of a terminal element218′ of a first hooking group210of the system200. The same type of embodiment also applies to hooking groups250,310and350described above. The terminal element218′ comprises, in addition to all other components already described in the case of the terminal elements218with jaws, a different twist latching mechanism221′, alternative to the hooking jaws, with a second terminal element258′ shown inFIG. 22. In particular, the terminal element218′ has two lances218′c, of the type of twist lock used for anchoring normal containers, positioned in two opposite corners along a diagonal of the front surface of218′dof the terminal element218′, and two oval holes218′eat the other two opposite corners along the other diagonal of the front surface218′d.The lances218′care connected to rods218′finternal to the terminal element218′ and are free to rotate of 90° by means of pneumatic or hydraulic actuators218′g,or electrical or other, independently one from the other or, alternatively, depending each other being connected by metal bars218′hthat allow a synchronous movement, by acting on the rods218′fand causing rotation of the lances218′cin the step of coupling complementary protrusions of two terminal elements of two hooking groups and the consequent lock, as best shown inFIG. 22. A terminal element258′ will present, in fact, the holes258′ein complementary positions with respect to the lances218′cso that the lances218′ enter into the holes258′eand rotating block the two terminal elements218′ and258′. In the release phase the rotation will occur in the reverse direction allowing the escape of the lance from the hole.

FIG. 22shows the connection and disconnection phases of the two terminal elements218′ and258′.FIG. 22Arepresents the two terminal elements218′ and258′ yet detached, in the approach phase.FIG. 22Brepresents the step of coupling the terminal elements218′ and258′.FIG. 22Crepresents the phase of twist hooking the terminal elements218′ and258′.FIG. 22Drepresents the phase of the electric type connections, data and pneumatic connections.

For greater clarity, theFIGS. 23 and 24show, by way of example, the first hooking group218′ ofFIG. 21coupled to a conventional coupling system, or tow rod96awhich is fitted to any traditional railway wagon90a,for coupling to another wagon90b.

Moreover, advantageously according to the invention, the systems200and300each 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 type300, the piston314first pushes forward the hooking group310, and based on the jaws or twist lock, it retracts so as to create compression between the buffers91aduring 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 system100,200and300can 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.