Patent Description:
Modern passenger trains contain an extensive set of interface connections to distribute electrical and pneumatic energy, control signals and diagnostic data within and between the various vehicles. These interfaces are needed to ensure the correct functioning of a multitude of subsystems within the train when the train is being operated.

In addition to travelling, however, all rail vehicles spend some of their time stationary in well-defined positions. These positions might include at a station platform preparing for the next service, within a depot being examined or cleaned, in a siding temporarily out of use, etc. When the vehicles are stationary, the optimum interfaces are not necessarily the same as those in use when the train is moving. For example, if the train is diesel operated, it might be highly desirable to shut down its engine to reduce its noise and pollution, and obtain electrical power from a land-based source instead. Such an electrical supply is also useful for unpowered carriages if the locomotive hauling them is uncoupled to perform some other task.

The technique of providing a land-based electrical power source is well established. For example, a generator may supply electrical power to the train when the train is moving, but when the train is stationary, the generator is isolated and electrical power is instead supplied by a 'shore supply' connector socket attached to a cable that is manually plugged into a corresponding interface plug on the train. Similar techniques are utilised for accommodating data transfer to and from the train. When the train is moving, all kinds of sensors and control functions in the vehicles of the train may be monitored and the results stored in local data processing systems. When the train is stationary, an analytical computer system may be manually plugged into a special interface on the train via plug and socket connectors, allowing key operating parameters to be investigated and faults identified. Electrical power and/or data interfaces are typically designed for particular trains, resulting in a multiplicity of standards to be dealt with. Well-known system architectures allow for all kinds of rail vehicles in any combination to be coupled together freely in a compatible way.

However, there remains a need to improve the interoperability of all kinds of rolling stock in a given railway network, as well as the land-based interfaces utilised at stationary depots, which was once normal in a much simpler era a century ago. Further, coupling stationary vehicles with land-based interfaces can be somewhat onerous and time consuming, given the need to manually couple separate power and data interfaces to said vehicles.

Further still, in some cases, it is desirable to connect land-based interfaces to the to rail vehicles that are stationary on a section of a track which continues beyond that location. For example, trains stopped at through platforms at stations where these trains terminate but other services continue elsewhere, or freight trains detaching wagons from their rear in loop sidings, the rest of the train then resuming its journey in the same direction.

D1 (<CIT>) relates to a testing device for testing at least one system of a rail vehicle, with a coupling interface, which is intended to be coupled to a nose coupling unit of the rail vehicle in order to achieve a coupling of the rail vehicle to be tested with another rail vehicle, and with a test unit connected to the coupling interface, which is intended to at least test at least one property of the system via the nose coupling unit in the coupled state.

D2 (<CIT>) relates to an anti-collision charging pile for an automobile. The charging pile comprises a base, a weighbridge and a charging pile body. The outer contour of the base table is of a rectangular structure. A groove table with a rectangular inner contour is arranged above the base table; landslides are arranged on the edges, away from the groove tables, of the base tables; the landslide angle is less than <NUM> degrees; a wagon balance is arranged on the upper surface of the base; a bottom plate is fixed to the side, adjacent to the weighbridge, of the bottom end in the groove table through screws.

D3 (<CIT>) relates to an electric vehicle charging pile with a rain shielding function, which is applied in the technical field of electric vehicle parts. A mounting shaft is arranged in an accommodation cavity of the electric vehicle charging pile with rain shielding function; a driving gear is arranged on a rotating shaft of a motor, the charging pile body is movably connected with the mounting shaft, a driving tooth portion is arranged on a driving surface at the lower end of the charging pile body, the driving gear meshes with the driving tooth portion, the motor is connected to a control unit, and a humidity sensor on the upper end surface of the charging pile body is connected to the control unit.

D4 (<CIT>) relates to n embedded barrier-free charging pile. Charging pile body, The bottom of the charging pile body is hinged to the ground. a groove for embedding the charging pile is formed in the ground; A cover plate is arranged at the opening of the groove, the charging pile comprises a box body, the box body comprises a back plate, the back plate is provided with a folded edge whichis bent forwards and extends, the box body further comprises a front panel, the front panel comprises an upper panel, the upper panel is a ridge plate with a bend, the bend angle of the ridge plate is150 +/-<NUM> degrees, and charging head connectors are arranged on planes on the two sides of the ridge plate.

D5 (<CIT>) relates to docking or parking systems for parking modal units such as rail cars, boats, ships, and airplanes. The systems provide guidance assistance to maneuver the vehicles into terminal positions by spatial sensing and thereafter receive and hold the vehicles in position.

D6 (<CIT>) relates to a deployable electric vehicle charging point <NUM> having a housing for burying underground and a post with a power distribution connector. The post is mounted in the housing about a pivotal axis and is movable about this axis between an inoperative position within the housing and an operative position.

The present invention aims to overcome or at least ameliorate one or more of the problems set out above.

According to one aspect of the present invention, there is provided an interface connector for connecting to a rail vehicle, the rail vehicle comprising a coupling arrangement for coupling electrical power and data processing connections of the rail vehicle to the interface connector, the interface connector comprising: a controller; a coupling arrangement for coupling land-based electrical power and data processing connections to the rail vehicle; means for connecting the coupling arrangement of the interface connector to the coupling arrangement of the rail vehicle upon contact between the coupling arrangements; and a stowing arrangement that is arranged to be actuated by the controller to move the coupling arrangement of the interface connector between a stowed position and an in-use position, wherein, in the stowed position, a top surface of the coupling arrangement of the interface connector is positioned below a lowest bottom surface of the rail vehicle, and in the in-use position, the coupling arrangement of the interface connector is positioned such that it is substantially on the same horizontal axis as the coupling arrangement of the rail vehicle.

The interface connector provides several advantages. Firstly, there is no need for special interconnection wiring to plugs and sockets in the vehicles: the interfaces already in place for sharing power, control signals and data between vehicles when coupled also can be used for interconnection to land-based systems instead. In effect, every vehicle conforming to the above-described coupler head and interfacing standards is already equipped with a compatible combined shore power supply and data connector. Further, connection and disconnection of the land-based system to and from the vehicles may occur automatically and can be controlled from within any of the coupled vehicles or from any local or remote control point or workstation. This removes the need for a member of staff in the vicinity to manually plug in or unplug connectors. Further, the comprehensive range of interfaces available through the coupler heads allows many different functions to be performed simultaneously, perhaps with different actions in different vehicles of the coupled formation. Further, more than one stationary train can be serviced from a single land-based installation of the interface connector, by the simple method of temporarily coupling the trains together, an action which does not require further vehicle movement when the train must uncouple. The interface connector provides a combined power and data interface for vehicles to couple their power and data connection to land-based power and data processing functions. Compared with conventional methods of manually plugging in cables into appropriate sockets in vehicles, the interface connector allows the coupling process to be suitably controlled, and is thus more accurate, safer and less time consuming. The connection between the vehicle and the interface connector is also more robust than a cable, which could be cut easily. Further, land-based electrical power and data can be provided to a railway vehicle on a through line railway track, as the interface connector can be stowed away after use allowing the vehicle to pass. The interface connector is particularly useful for autonomous robotic vehicles, as connection and disconnection can be initiated automatically with no need for human intervention.

Preferably, the coupling arrangement comprises: a housing with a connection interface for coupling land-based electrical power and data processing connections to the vehicle, wherein the stowing arrangement is arranged to move the housing between the stowed position and the in-use position; and wherein, in the stowed position, a top surface of the housing is positioned below a lowest bottom surface of the vehicle, and in the in-use position, the connection interface is positioned such that it is substantially on the same horizontal axis as the coupling arrangement of the vehicle. The stowing arrangement may comprise: a body for mounting the stowing arrangement to a surface; and a height adjusting means for adjusting the height of the housing relative to a ground surface.

Preferably, the height adjusting means comprises: at least one elongate leg pivotally connected via bearing arrangements at one end, to one end of the housing, and at the other end, to the body; at least one elongate leg pivotally connected via bearing arrangements at one end, to the other end of the housing, and at the other end, to a mounting fixture for mounting the leg to a ground surface; and a driving means that is arranged to be actuated by the controller to rotate the bearing arrangement of the leg that is connected to the body to pivot the leg about the bearing arrangement between a horizontal position and a vertical position, wherein, in the horizontal position, the housing is positioned in the stowed position, and in the vertical position, the housing is positioned in the in-use position. In other arrangements, there may be other suitable types of height adjusting mechanism to raise the housing between the in-use and stowed positions, for example, a robust threaded or telescopically driven arrangement.

The driving means may comprises: a piston pivotally connected at one end to a rotatable part of the bearing arrangement, and connected at the other end to a cylinder that is mounted to the body for driving the piston. Preferably, the cylinder is pneumatic, but other suitable types of cylinder may used, and other suitable types of driving mechanisms may be used to drive the bearing arrangement.

The driving means may further comprise: a tension bar for facilitating rotation of the bearing arrangement, the tension bar being pivotally connected at one end to a rotatable part of the bearing arrangement, and connected at the other end to a biasing means that is mounted to the body for biasing the tension bar. The tension bar may be biased such that: the tension bar rotatably draws the bearing arrangement in the same direction as the piston when the leg is moved from the horizontal position to the vertical position; and the tension bar rotatably draws the bearing arrangement in the opposite direction to the piston when the leg is moved from the vertical position to the horizontal position.

Preferably, in the stowed position, the housing, the body and the legs are flush with one another. In other arrangements, these components may not be substantially flush.

Preferably, the housing and/or the at least one leg connected between the housing and the mounting fixture comprise an obstacle detection means connected to the controller for detecting an obstacle above the housing, the controller being arranged to stop the housing moving into the in-use position in response to an output from the obstacle detection means. In other arrangements, there may be no obstacle detector.

In a preferable arrangement, the obstacle detection means is mounted to the at least one leg such that the obstacle detection means is vertically above the housing as the housing moves from the stowed position into the in-use position.

Preferably, the height adjusting means comprises: a pair of front legs, each leg being connected at one end proximate to a corner of a front end of the housing, and at the other end proximate to a corner of a rear end of the body; and a pair of rear legs, each leg being connected at one end proximate to a corner of a rear end of the housing, and at the other end proximate to a corner of the mounting fixture.

Preferably, the bearing arrangements of the front legs connected to the body are rotatably coupled together. At least one leg may be arranged to accommodate vertical compression and/or extension of the leg.

In a preferable arrangement, the interface connector includes a proximity sensor connected to the controller and arranged to detect the vehicle as the vehicle approaches the interface connector, an output of the proximity sensor corresponding to a position of the vehicle relative to the proximity sensor. Preferably, the proximity sensor is arranged a predetermined distance from the interface connector such that the proximity sensor detects the vehicle when the vehicle is within a connection range of the interface connector. The proximity sensor may comprise a sensing element, the sensing element being provided by the body of the stowing arrangement for detection.

Preferably, the sensing element comprises an optical sensor arrangement, the body of the stowing arrangement having a light transmissible cover, the optical sensor arrangement being arranged within the body of the stowing arrangement for detection via the covering. The optical sensing element could however be another suitable type of sensor that is able to detect the presence of an object without physical contact, such as a capacitive or inductive sensor etc. In some cases, there may be no cover provided by the housing, the sensor arrangement instead being provided on the housing for detection.

Preferably, the optical sensor arrangement comprises: an emitter for emitting light; and a pair of receivers for receiving emitted light, an amount of emitted light received by each receiver corresponding to a position of the coupling arrangement of the vehicle relative to the receivers, wherein the emitter and the pair of receivers are arranged colinearly relative to each other, one of the receivers being at an end of the body of the stowing arrangement proximate to the housing and the other receiver being at a distal end of the body of the stowing arrangement, the emitter being arranged between the pair of receivers.

In a preferable arrangement, the coupling arrangement of the vehicle comprises a covering arrangement that is arranged to move between a closed position, for covering the coupling arrangement when it is out of use to protect and/or seal the coupling arrangement, and an open position, for exposing the coupling arrangement when it is in use; and wherein the interface connector further comprises a second optical sensor arrangement, the first optical sensor arrangement being positioned in a central region of the housing for detecting the covering arrangement in the closed position, the second optical sensor arrangement being positioned either side of the central region of the housing for detecting the covering arrangement in the open position.

In one arrangement, the controller or the vehicle is arranged to initiate connection between the coupling arrangement of the interface connector and the coupling arrangement of the vehicle based on the output of the proximity sensor. In this way, the coupling process between the vehicle and the interface connector can be initiated automatically in response to an output of the proximity sensor.

In a preferable arrangement, the interface connector further comprises a display means connected to the controller, the controller being arranged such that the display means produces a visual warning signal in response to the output of the proximity sensor. A colour of the warning signal may correspond to a position of the vehicle relative to the proximity sensor, the colour being determined by the output of the proximity sensor. In this way, the visual warning signal can indicate when a vehicle is in a suitable position for connecting to the interface connector.

Preferably, the interface connector further comprises: a coupling body having a head and a shank, the housing having an opening for receiving the coupling body therethrough, the coupling body being mounted to the housing via the opening such that the shank is within the housing, the mounting arrangement being such that the coupling body is moveable relative to the housing between a retracted position and an extended position, a distance between the head of the coupling body and the support housing increasing as the coupling body moves from the retracted position towards the extended position; and an extending mechanism that is arranged to be actuated by the controller to move the coupling body any distance between the retracted position and the extended position, wherein the head of the coupling body comprises: the connection interface; and the means for connecting the head to the coupling arrangement of the vehicle upon contact between the head and the coupling arrangement.

Preferably, the shank of the coupling body is mounted to the housing via the extending mechanism, a portion of the shank being in threaded engagement with the extending mechanism, the extending mechanism being mounted to the housing via a bearing arrangement.

Preferably, the interface connector comprises an actuator that is arranged, via the controller, to actuate the extending mechanism to move the coupling body relative to the housing. The actuator may be arranged to rotate the extending mechanism relative to the shank to move the coupling body relative to the housing.

Preferably, the mounting arrangement of the coupling body to the housing is also arranged to allow horizontal movement of the coupling body (i.e., such as via a bearing arrangement).

Preferably, the means for connecting the head of the coupling body to the coupling arrangement of the vehicle is a Scharfenberg coupling arrangement. In some cases, the means for connecting the head of the coupling body to the coupling arrangement of the vehicle may be another suitable mechanical coupling means for connecting the head of the coupling body to the coupling arrangement of the vehicle.

The invention also provides a combination comprising: the interface connector as described above; and a vehicle having a coupling arrangement for coupling electrical power and data processing connections of the vehicle to the interface connector. The coupling arrangement of the vehicle may be moveable relative to the vehicle between a retracted position and an extended position, a distance between the coupling arrangement and the vehicle increasing as the coupling arrangement moves from the retracted position towards the extended position.

The vehicle may be part of a formation comprising one or more other vehicles, the electrical power and data connections between each vehicle being coupled together such that the electrical power and data processing connections of the formation is coupled to the interface connector when the interface connector is coupled to the vehicle.

In one arrangement, the interface connector is mounted between the railway rails such that: the head of the coupling body of the interface connector faces the coupling arrangement of the railway vehicle as the railway vehicle approaches the interface connector; and in the stowed position, a top surface of the coupling arrangement of the interface connector is positioned flush with top surfaces of the rails of the railway track. In this arrangement, preferably, the proximity sensor of the interface connector is mounted to the railway track such that the proximity sensor is between the interface connector and the railway vehicle as the railway vehicle approaches the interface connector, the proximity sensor having a height such that the proximity sensor is below the railway vehicle as the railway vehicle approaches the interface connector.

Embodiments of the invention will now be described by way of example, with reference to the drawings in which:-.

In <FIG>, an interface connector <NUM> in accordance with the present invention is shown mounted on a railway track <NUM>. The interface connector comprises a coupling arrangement <NUM> that is mounted within a coupler housing <NUM>. A front end of the coupler housing is connected to the housing <NUM> of a stowing mechanism via a first pair of transversely opposed, pivotally connected struts 109a, 109b. As shown in <FIG>, the rear end of the coupler housing is connected to a transversely extending cross tie <NUM> via a second pair of transversely opposed, pivotally connected struts 110a, 110b. In some embodiments, the rear end of the coupler housing also comprises an obstacle detector <NUM>, which will be described later on. The stowing mechanism is arranged to move the coupler housing between a 'stowed' position (shown in <FIG>) and an 'in-use' position (shown in <FIG>).

In this embodiment, the stowing mechanism housing <NUM> and the cross tie <NUM> are mounted between the rails <NUM> of a railway track <NUM>. The mechanism housing <NUM> and cross tie <NUM> are securely bolted to the track <NUM>, providing a permanent installation of the interface connector at the end of a railway line. However, these fixtures can readily be removed to remove the interface connector from the line as required. In this way, the interface connector can be temporarily mounted to a line, such as on a section of line closed to through traffic, e.g. during new construction or remodelling work, disruption due to infrastructure issues, etc. The configuration of the stowing mechanism, as well as the connections of the struts, will be described later.

The coupling arrangement <NUM> is arranged to provide a connection interface for connecting to a correspondingly configured coupling arrangement of an approaching vehicle for coupling the electrical power and data connections of the vehicle to local or land-based electrical power and data connections (such as those provided by a railway station for preparing a vehicle for its next service). Local or land-based electrical power and data connections in this context means connections that are provided as local infrastructures such as those that would be used typically in buildings or other static facilities of various kinds. The local infrastructures typically rely on further interconnections to provide their energy, services and facilities, such as those provided by power stations or data processing centres located elsewhere; however sometimes these might be more local in the vicinity of the interface connector, for example a solar energy farm or a computer located in a railway station building. Some or all of the electrical energy and/or data connections provided for the use of the interface connector are configured in conventional fashion to be available in a fixed location, i.e. they are not configured to be easily moved.

The coupling arrangement <NUM> is further arranged to be moveable relative to the coupler housing <NUM> between an extended position (shown in <FIG>) and a retracted position (shown in <FIG>) for facilitating the connection of the interface connector to the coupling arrangement of an approaching vehicle. The arrangement of the coupling arrangement <NUM> to provide the connection interface between an approaching vehicle and land-based power supplies and data processing functions will first be described.

As illustrated in <FIG>, the coupling arrangement <NUM> comprises a coupling body <NUM> that is mounted to the coupler housing <NUM> (not visible in <FIG>). The coupling body <NUM> comprises a coupler head <NUM> that is mounted to a distal end <NUM> of an elongate tube <NUM>. The tube <NUM> passes through an opening <NUM> in the coupler housing <NUM> (seen in <FIG>) and is mounted to the housing via an extending mechanism <NUM>, the configuration of which will be described later on.

The coupler head <NUM> has a substantially rectangular body, with an inner face which mounts to the tube <NUM>, and an opposing outer face which is configured as a connection interface <NUM>. The connection interface comprises a central Scharfenberg-style mechanical coupling arrangement <NUM> and a pair of transversely opposed interface contacts <NUM>, <NUM>. When the interface connector is installed for use, various land-based electrical power and data connections are coupled to the interface contacts. These connections are first terminated within the coupler head <NUM> and then coupled to the interface contacts. Other land-based connections (such as pneumatic connections) may also be coupled to the connection interface <NUM>.

The land-based electrical power connections comprise high-power connections and low-power connections. The data connections may be for example optical fibre connections. As the coupling body <NUM>, and thus the coupler head <NUM>, is arranged to be moved relative to the coupler housing <NUM>, the terminated land-based connections are configured to accommodate this movement. The low-power and data connections are arranged in a flexible, extensible spiral formation as described in the <CIT>, which is incorporated herein by reference. These spiralled connections <NUM> pass within the tube <NUM>, before reaching the coupler head <NUM>. The land-based high-power connections are accommodated via an intermediary connection arrangement. The high-power connections are first terminated at a contactor plate <NUM> that is fixed relative to the coupling body <NUM>. Electrical conductive rods <NUM> connected between the contactor plate and the coupler head <NUM> electrically couple the terminated high-power connections to the interface contacts <NUM>, <NUM>. The rods are fixed to the coupler head but may move relative to the contactor plate such that the rods may accommodate movements of the coupling body <NUM>.

As illustrated in <FIG>, the mechanical coupling arrangement <NUM> is arranged to mechanically connect to the coupling arrangement <NUM>' of an approaching vehicle <NUM> upon contact between one another. In this regard, the coupling arrangement of the vehicle has the same structure and functionality as the coupling body <NUM> described above. In other words, the coupling arrangement of the vehicle comprises a coupler head providing a connection interface that is coupled to the electrical and data connections of the vehicle, the coupler head being extendable relative to the vehicle via an extending mechanism, the function of which is controlled by a controller of the vehicle (such as a train computer). In some cases, the coupling arrangement of the vehicle may not be the same structurally and functionally as the coupling body <NUM>, but may be situationally and functionally similar to the coupling body such that the coupling arrangement is compatible with and is able to connect to the connection interface <NUM> of the interface connector <NUM>. The mechanical coupling arrangement <NUM> of the coupler head <NUM> engages the mechanical coupling arrangement of the approaching vehicle upon contact between the two, mechanically connecting the coupler head <NUM> to the connection interface of the vehicle.

The mechanical coupling <NUM> includes facilities for opening a compressed air connection to the vehicle when the interface connector is in use. The compressed air passes through the orifice <NUM> at the centre of the connection interface <NUM>. One of the interface contacts <NUM> is arranged as a female 'socket', and the other interface contact <NUM> as is a male 'plug' with retractable pins. For additional safety and security against the environment, the pins of the interface contact <NUM> retract when out of use and are covered by a shutter (not shown).

The land-based electrical power and data connections are divided equally between the male and female interface contacts <NUM>, <NUM> and connected effectively in parallel, so that electrical power and data interfaces provided by the connection interface <NUM> are duplicated for better reliability. If one of the contacts fails to connect to the vehicle properly, all the power and data interfaces will still function fully (although the maximum current carrying capacity of the high-power bus lines may be reduced).

In this way, the coupling body <NUM> is arranged to connect to the coupling arrangement <NUM>' of a vehicle <NUM>, providing a connection interface between the electrical power and data connections of the vehicle and the land-based electrical power and data connections coupled to the connection interface <NUM>. In other words, the coupler head <NUM> is arranged to provide an electrical power and data interface for supplying the vehicle with land-based electrical power and data processing functions (i.e., allows the transfer of data to and from the vehicle).

The arrangement for allowing the coupling body <NUM> to be moved relative to the coupler housing <NUM> will now be described. As described above, the tube <NUM> is mounted to the coupler housing <NUM> via the extending mechanism <NUM>. The extending mechanism is arranged to be actuated to cause linear motion of the tube <NUM> (along a longitudinal length of the tube). In this way, the tube, and thus the coupler head, can be moved axially relative to the coupler housing <NUM>.

As illustrated in <FIG>, the extending mechanism <NUM> comprises a rotatable cylinder <NUM> that substantially encircles, and is in threaded engagement with, the tube <NUM> via a thread on an outer surface of the tube that is received by complementary shaped threading on an inner surface of the cylinder. The cylinder passes through the bore of a support block <NUM> and is mounted to the same via bearing arrangements 196a, 196b (such as thrust bearings) such that the cylinder is constrained axially but may rotate (along a longitudinal length of the cylinder) relative to the support block. The support block is also arranged to constrain the tube <NUM> rotationally (such as grooves on the tube receiving or mating with complementary shaped protrusions provided by the support block). In this way, the tube <NUM> is constrained rotationally but allowed to move axially (along a longitudinal length of the tube) such that rotation of the cylinder causes axial movement of the tube <NUM>, and thus the entire coupling body <NUM>.

The tube <NUM>, cylinder <NUM> and support block <NUM> comprise a structurally robust material, such as metal.

The support block <NUM> is mounted to the coupler housing <NUM> via a transversely extending cross bar <NUM> and mounting block <NUM>. The cross bar <NUM> and block <NUM> are both fixed to the coupler housing <NUM>. The support block is mounted to the cross bar via upper bearing 213a and to the block via lower bearing 213b such that the support block, and thus the tube <NUM>, may pivot relative to the coupler housing <NUM> in a horizontal plane (along a vertical axis of the support block). This arrangement allows sideway movements of the coupling body <NUM> to be accommodated.

The cylinder <NUM> is arranged to be rotated by an extension motor <NUM> that is rotationally coupled to the cylinder via a toothed belt <NUM>. Therefore, rotation of the motor causes rotation of the cylinder - the motor serves as a means to drive the cylinder when the motor is actuated (such as by a controller). In this way, the coupling body <NUM> can be moved a desired distance relative to the coupler housing <NUM> by controlling actuation of the extending mechanism <NUM> - the direction of the linear motion of the tube <NUM> depends on the direction the motor is rotating. The motor <NUM> is arranged to ensure that its spindle is locked in position and cannot rotate when power is not being applied to the motor, i.e. when the motor is not being actuated. The skilled person will understand how the extension motor is arranged to ensure its spindle is locked in position when power is not being applied. In some embodiments, a flexible cover (shown in <FIG>) is attached between the coupler head and the coupler housing, which encircles and protects the tube <NUM> and the conductive rods - the cover is able to extend and retract in tandem with the coupler head.

As described above, the coupler housing <NUM> provides an opening <NUM> for receiving the coupling body <NUM> therethrough such that the tube <NUM> is within the housing, a space within the housing being sufficient to accommodate the length of the tube <NUM>. The tube <NUM> is orientated such that movement of the tube relative to the coupler housing causes the coupler head <NUM> to move towards or away from the coupler housing (depending on which way the motor <NUM> is rotating).

The tube <NUM> is configured such that limit positions of the tube can be detected to stop the motor <NUM> when these positions have been reached. In this way, an extendable or connection range of the tube, and thus the interface connector, can be determined and controlled. This is achieved via a sensing arrangement that is able to detect when the tube reaches a fully extended limit position (i.e., the coupler head is extended a maximum distance from the couple housing) and a fully retracted limit position (i.e., the tube is fully within the coupler housing, and the coupler head occupies the opening <NUM> as shown in <FIG>). The tube <NUM> can thus be moved any distance between these limit positions by suitably controlling the motor <NUM> (or actuating the extending mechanism), allowing the interface connector to be able to couple to the coupling arrangement of a vehicle any distance between its coupling range. The connection range of the extending coupler may thus correspond to a distance between the coupler head in the fully extended position and the fully retracted position - beyond the connection range, the coupler head would not be able to connect to the coupling arrangement of another vehicle, unless said arrangement is brought into the range.

Thus, the coupling body <NUM> is arranged to be moved (via the extending mechanism) any distance between a retracted position (seen in <FIG>) and an extended position (seen in <FIG>). In the retracted position, the coupling body <NUM> is substantially contained within the housing, protecting the body from undesirable weather and unauthorised interference. More specifically, in this position, the tube <NUM> is fully within the housing and the coupler head <NUM> is partially within the housing.

The coupler head <NUM> comprises a pair of protective shields 108a, 108b that are arranged to conceal the connection interface <NUM> when the coupling body is in the retracted position. The shields are pivotally connected to the body of the coupler head <NUM>. As the head is retracted to within the housing, the shields engage portions of the housing and are pivoted in an arc towards one another, creating a physical barrier around the connection interface. The shields thus remain firmly closed when the interface connector is out of use. The shields are biased such that once the coupler head <NUM> clears the housing, the shields pivot outwards to their open position (shown in <FIG>). Thus, the interface connector components are well protected in both the active and out of use positions, only being exposed to the environment transiently during the process of connecting or disconnecting to the coupling interface of a vehicle. In the closed position of the shields, mating surfaces of the shields form a weather tight seal - the edges of these surfaces may be covered with nylon (or a similar material) to avoid being frozen together in cold weather and to reduce clattering noises when the shields first make contact.

A distance between the coupler head <NUM> and the coupler housing <NUM> increases as the coupling body <NUM> moves from the retracted position to the extended position. In the extended position, the coupler head <NUM> reaches an upper end of the connection range of the interface connector.

As described above, the stowing mechanism is housed within the stowing mechanism housing <NUM>. As illustrated in <FIG>, when the interface connector <NUM> is installed for use on a railway track, the mechanism housing <NUM> is mounted to the track <NUM> such that a top surface of the housing <NUM> is below the lowest bottom surface of a vehicle <NUM> (or equipment on its underside) that is intended to couple to the interface connector <NUM> (shown in <FIG>). In this regard, the mechanism housing <NUM> has a suitable vertical height to ensure its top surface is below the lowest bottom surface of the vehicle when the housing is mounted to the track. The vertical height of the mechanism housing can therefore be determined during manufacture of the interface connector <NUM> depending on the vehicles the connector <NUM> will be utilised with.

In a preferable arrangement, the mechanism housing <NUM> has a vertical height such that it is generally flush with the upper surfaces of the track <NUM> when the interface connector <NUM> is in the stowed position. In this way, the interface connector <NUM> presents upper surfaces level with the track with no upwards potential obstructions to rail traffic, and can be installed on the appropriate standard rail components on a typical track formation without complex excavations or special arrangements. The interface connector <NUM> is suitably dimensioned to provide ample space for wheel flanges between the inside edges of the rails and the outside edges of the interface connector components, even in cases of track curvature giving a reduction in clearances. In this position, therefore, the interface connector is not an obstacle to passing trains, its upper surfaces being in the same position as the road surface of a level crossing would be.

The mechanism housing <NUM> is mounted to the track <NUM> via cross ties 220a, 220b, which have clamping arrangements to hook around the underside of the rails <NUM>. The cross tie 220a is bolted to the underside of the mechanism housing via normal circular holes which thus fix an outer end of the mechanism housing <NUM> midway between the rails. A second cross tie 220b, however, is secured by bolts passing via slots in the underside of the housing <NUM> which permits some sideways adjustment of the position of the housing <NUM>. The cross tie 220c (previously described in connection with <FIG>) secures the rear struts 110a, 110b in symmetrical positions between the rails. Thus, the outer cross ties 220a and 220c position the interface connector <NUM> in a suitable position midway between the rails, and any curvature of the track in the centre of the arrangement is allowed for by the adjustable securing method of the central cross tie 220b.

In this embodiment, the mechanism housing <NUM> is a generally rectangular shape having a central recess <NUM> at its inner end (proximate to the coupler housing <NUM>). The inner end of the mechanism housing <NUM> also comprises transversely opposed outer recesses 205a, 205b. The central recess is shaped to accommodate the front end of the coupler housing <NUM>, and the outer recesses are shaped to accommodate the front struts 109a, 109b, when the coupler housing <NUM> is in the stowed position (shown in <FIG>). In the stowed position, the coupler housing <NUM> rests on the sleepers <NUM> between the rails <NUM>.

The front struts 109a, 109b are connected between the inner end of the mechanism housing <NUM> and side regions of the front end of the coupler housing <NUM>. Each front strut 109a, 109b is pivotally connected via respective bearings at one end, to the mechanism housing <NUM>, and at the other end, to the coupler housing <NUM>. The rear struts 110a, 110b are connected between side regions of the rear end of the coupler <NUM> and the cross tie 220c. Similar to front struts 109a, 109b, each rear strut 110a, 110b is pivotally connected via respective bearings at one end, to the coupler housing <NUM>, and at the other end, to brackets that are attached to the cross bar 220c. As illustrated in <FIG>, this arrangement allows the front struts 109a, 109b to pivot about their bearings connected to the mechanism housing <NUM> in an arc between a horizontal position and a vertical position. The rear struts 110a, 110b are able to similarly pivot about their bearings connected to the brackets of the cross tie 220c in an arc between a horizontal position and a vertical position. In other words, each strut 109a, 109b, 110a, 110b has two bearing arrangements, one at each of its ends, one of which connects to the coupler housing <NUM>.

When the struts 109a, 109b, 110a, 110b are in the horizontal position, the coupler housing <NUM> is positioned in the stowed position, generally flush with the top surface of the mechanism housing <NUM> and top, lateral surfaces of the struts. Thus, the top surface of the coupler housing <NUM> is also positioned below a bottom surface of the body of the vehicle in the stowed position. When the struts are in the vertical position, the coupler housing <NUM> is positioned in the in-use position. In the in-use position, the connection interface of the coupler head <NUM> is positioned such that it is substantially on the same horizontal axis as the coupling arrangement of the vehicle that is intended to couple to the interface connector. In other words, the coupling arrangement <NUM> of the interface connector is suitably level with the coupling arrangement of the vehicle to facilitate connection between the two.

The bearings of the struts 109a, 109b, 110a, 110b connected to the coupler housing <NUM> allow the coupler housing to remain in a horizontal plane throughout the pivoting movement of the struts. The length of the struts 109a, 109b, 110a, 110b is substantially the same. This facilitates maintaining the coupler housing <NUM> in a horizontal place when in the stowed position - the cross tie 220c is suitably distanced relative to the mechanism housing <NUM> to further facilitate this positioning.

Each rear strut 110a, 110b is arranged to accommodate longitudinal compression and/or extension. In this way, small vertical pivoting movements of the coupler housing <NUM> can be accommodated. Arrangements to allow a strut to accommodate longitudinal compression and extension are well known to the skilled person, such as a telescopic mounting arrangement between portions of the struts using springs etc. This arrangement is advantageous because an arrangement to accommodate vertical movements of the coupling body <NUM> is not required in the coupler housing <NUM>. Consequently, the coupler housing <NUM> can be shallower, allowing it to be more easily stowed beneath a vehicle intending to pass over the interface connector <NUM>. In some embodiments, the struts may not be arranged to accommodate longitudinal compression and/or extension. In some embodiments, all of the struts 109a, 109b, 110a, 110b are arranged to accommodate longitudinal compression and/or extension.

The dotted lines in <FIG> illustrate the position of the interface connections, which are protected in tubes buried in the ballast <NUM> and threaded underneath the rails <NUM> between the sleepers <NUM>. The protective tubes (not shown in <FIG>) curve vertically for a short distance from the underside of the mechanism housing <NUM> through right angles until they proceed horizontally towards the side of the track. The entry point of each protective tube passes through, and is secured to, a symmetrical mounting plate which can be bolted to the underside of the mechanism housing <NUM> in two diametrically opposite positions, so the interface connection emerges from one side of the track or the other as desired for any particular situation. Typically, the interfaces all exit from the same side of the track, mostly heading towards a control centre (described later on), but in some cases the cable to the signal might be more conveniently routed via the opposite side. The mounting plates (not shown in <FIG>) also support internal connector sockets which pass through large holes in the underside of the coupler housing <NUM> to provide a means of connection to the components therein.

These arrangements simplify installation of the interface connector <NUM>. If desired, the cables, optical fibres and compressed air pipe may be threaded through their respective protective tubes and connected up to their connector sockets in advance and then tested, rather than making on-site connections. These assemblies are suitably narrow to be inserted under the rails between sleepers after ballast has been temporarily removed, and then placed in the correct positions with the connectors in the middle of the track. The cross ties 220a, 220b, 220c are then installed and bolted to the rails, and then the mounting plates for the connectors in the locations of cross ties 220a, 220b secured to the cross ties. With all the interconnections in the appropriate location and levelled, ballast is now re-inserted between the sleepers around the protective tubes and suitably tamped down to the appropriate depths. The interface connector <NUM> may then be placed in position and the mechanism housing <NUM> bolted down to the cross ties 220a and 220b, the brackets for struts 110a, 110b being secured to cross tie 220c. Appropriate seals are fitted between the mounting plates and the underside of mechanism housing <NUM>, and between the mounting plates and the ends of the protective tubes, to prevent the ingress of any moisture.

The clamping arrangements of the cross ties 220a, 220b, 220c provide electrical insulation, so that any track circuits in the area still operate in the normal way. Cross tie 220a provides electrical connections to the two rails <NUM>, which go to relay or switch contacts inside the mechanism housing <NUM>. This connection is open circuit when the interface connector <NUM> is in the stowed position, and the two rails <NUM> are connected together electrically when the interface connector is in any raised position (i.e., moved out of the stowed position), activating any track circuits there might be to indicate 'line occupied' in associated signalling systems. In normal circumstances the interface connector will only be raised when a rail vehicle is stationary nearby and ready to connect, in which case the track circuits will already have been activated to indicate 'line occupied'. This arrangement provides additional safety in the unlikely event of a fault causing the raising mechanism to be erroneously activated.

The dotted lines in <FIG> represent the rails <NUM> shown in <FIG>. The protective tubes <NUM>, <NUM>, <NUM>, <NUM> buried in the ballast carry the interface connections as described above (i.e., electrical power, data and pneumatic connections). In this embodiment, the high power (`hotel bus') cables are in tube <NUM> below cross tie 220b, and the remaining electrical and optical fibre connections are grouped together in tube <NUM> below cross tie 220a. Tubes <NUM>, <NUM> contain the compressed air pipe and cable to the display arrangement of the proximity sensor <NUM> respectively (in some cases, these two may be altered to emerge from opposite sides of the track when necessary). In this embodiment, the struts 109a, 109b are hollow, and provide routes for the cables, optical fibres and an air pipe forming the connections between the coupling body <NUM> and the stowing mechanism.

<FIG> illustrates the interface connector <NUM> in the stowed position, with top covers of the mechanism housing <NUM> and coupler housing <NUM> removed, showing the layout of components therein. The diagonally shaded areas represent the flanges around the edges of the housings which support the flat top covers. These are covered with suitable seals to prevent the ingress of moisture when the top covers are replaced and screwed down tightly in multiple places to fix them to the flanges. Within the mechanism housing <NUM> there are four connectors <NUM>, <NUM>, <NUM>, <NUM> which couple with the interface connections in the protective tubes <NUM>, <NUM>, <NUM> and <NUM> respectively. The connectors have a generally plug-and-socket character, but the two mating halves of each connector are securely bolted together. The interconnections within the mechanism housing <NUM> couple to the connectors <NUM>, <NUM>, <NUM> and <NUM> from the sides rather than the top to reduce the height required by the mechanism housing <NUM>. The bolts securing each connector together have upwards facing heads providing connection points to facilitate testing, with a removable insulating cover over the top of each contact group.

Connector <NUM> accommodates the high power `hotel bus' connections in two parallel groups, each contact pair being designed to carry <NUM> amps (A) to provide an overall 200A capability. Each individual upper contact in connector <NUM> receives two 50A cables for sufficient flexibility. As there are three hotel bus lines, a total of <NUM> cables pass through the hollow centre of strut 109a and are terminated at the contactor plate <NUM> of the coupling body <NUM> in the coupler housing <NUM> (shown in <FIG>). The remaining connectors accommodate the lower power electrical interfaces and the optical fibre data interfaces (connector <NUM>), the compressed air pipe (connector <NUM>) and the cable to the display arrangement of the proximity sensor <NUM> signal (connector <NUM>).

In <FIG>, the dotted lines represent the paths of the main connections between the incoming cables, air pipe and optical fibres in their protective tubes from the control centre (described later on), through their respective connectors <NUM>, <NUM>, <NUM>, <NUM>, on through the struts and eventually to the coupling body <NUM>. Each dotted line may represent multiple connections. An electronic control module <NUM> is arranged to control the stowing mechanism in mechanism housing <NUM>, as well as the display arrangement of the proximity sensor <NUM>, as will be described later.

The flat top covers of both the mechanism housing <NUM> and the coupler housing <NUM> are both removable to facilitate installation, maintenance and system testing. The bearings of the front struts 109a, 109b connected to the mechanism housing <NUM> are sealed against moisture penetration. Thus, the interface connector <NUM> is protected against adverse weather conditions, such as heavy rain or snow.

The interface connector <NUM> may cope with being submerged for a period. This is because when the interface connector is brought into use, the coupler housing <NUM> rises up before any part of the interior of the system is exposed to the environment, which occurs by the extension of the coupler head <NUM> when the shields pivot open. Thus, even if a section of track is flooded to some extent in extreme conditions, the system can still work provided the bottom of the coupler housing is raised above the water level when in use. As an additional precaution, the switchgear in the control centre (discussed later on) arranges that the high power and (relatively) high voltage `hotel bus' supply is only fed to the interface connector through the cables in protective tube <NUM> when the coupler housing <NUM> has been fully raised up to the 'in use' position. This power will not be provided at the coupler head until the coupling and connection process has been fully completed and the contactor arrangements in the coupler body <NUM> switch on the electricity supply, by which time all the relevant components are well protected against the environment once more.

The stowing mechanism will now be described. As described above, the stowing mechanism is arranged to move the coupler housing <NUM> between the stowed position (shown in <FIG>) and the in-use position (shown in <FIG>). This is achieved using means to drive rotation of the bearings of struts 109a, 109b that are connected to the mechanism housing <NUM>, and thus drive pivoting of the struts 109a, 109b, 110a, 110b.

The stowing mechanism comprises a pair of driving arrangements 250a, 250b that are coupled to the bearings of struts 109a, 109b that are connected to the mechanism housing <NUM>. The driving arrangements are identical in structure and function, thus only one of the driving arrangements will be described. <FIG> illustrate a corner region of the inner end of the mechanism housing <NUM> where the strut 109b is connected to the housing <NUM> via its bearing <NUM>. <FIG> shows the strut 109b in the horizontal position (i.e., a stowed position of the interface connector <NUM>) and <FIG> shows the strut 109b in the vertical position (i.e., an in-use position of the interface connector <NUM>).

The driving arrangement 250a comprises a pneumatic cylinder <NUM> (visible in <FIG>), the piston of which drives a connecting rod <NUM>. A distal end of the connecting rod <NUM> is pivotally connected to a pivot point <NUM> on the bearing <NUM>. A tension bar <NUM> is connected at one end to a pair of tension springs 245a, 245b, and pivotally connected at the other end to a second pivot point <NUM> on the bearing <NUM>. The tension springs 245a, 245b are secured at their other ends to the mechanism housing <NUM> such that their tension can be adjusted. This arrangement, in combination with other aspects to be described shortly, allows the weight of the coupling body <NUM> and its coupler housing <NUM> to be countered, reducing the forces required to raise them to the in-use position from the stowed position.

When the strut 109b is in the horizontal position, the pivot point <NUM> is at a top, central region of the bearing <NUM> and orthogonal to a longitudinal axis of the strut 109b. This arrangement induces a pulling tension in the springs, which imparts a pulling force on the tension bar <NUM> in a direction towards an outer end of the mechanism housing <NUM>. In this way, the tension bar <NUM> passively attempts to drive rotation of the bearing <NUM> in an anticlockwise direction, but is prevented from doing so by the weight of the housing <NUM> and the components it contains acting to push down strut 109b. Further, connecting rod <NUM> is constrained in the position shown in <FIG> by the piston in cylinder <NUM> being held within the cylinder by air pressure, maintaining the coupler housing <NUM> in the stowed position. The pivot point <NUM> is arranged to be at <NUM> degrees angle relative to the pivot point <NUM> (or an angle of <NUM> degrees relative to a longitudinal axis of the strut 109b in the horizontal position). In this way, in both the lowered and raised positions of strut 109b, the connecting rod <NUM> is substantially horizontal and dips downwards slightly in the transition between those two states.

Driving the connecting rod <NUM> via the piston of the cylinder <NUM> towards the bearing <NUM> (i.e. extending the piston), causes rotation of the bearing <NUM> in an anticlockwise direction, which in turn causes the strut 109b to be raised from the horizontal position into the vertical position. The tension bar <NUM> thus passively facilitates driving rotation of the bearing <NUM> as the connecting rod <NUM> is driven to the position shown in <FIG>, which reduces the force required by the piston to move the coupler housing <NUM> into the in-use position.

With the strut 109b in the vertical position, the pivot point <NUM> is orthogonal relative to its original position, and as a result the tension bar <NUM> has moved closer to the cylinder <NUM> -Pulling tension in the springs 245a, 245b is thus reduced. The pivot point <NUM> is now at <NUM> degrees angle relative to the original position of the pivot point <NUM>.

Driving the connecting rod <NUM> via the piston of the cylinder <NUM> away from the bearing <NUM> (i.e. retracting the piston), causes rotation of the bearing <NUM> in a clockwise direction. The pulling tension in the springs of the tension bar <NUM> begins to increase as the bearing <NUM> is rotated clockwise by the connecting rod <NUM> back to the position shown in <FIG>. This reduces the forces during movement of the coupler housing <NUM> from the in-use position to the stowed position, leading to a gentler descent before the coupler housing <NUM> finally rests on the sleepers <NUM> in the fully stowed position. Thus, the interface connector <NUM> can be moved between the stowed position and the in-use position by driving rotation of the bearings of the struts 109a, 109b connected to the mechanism housing <NUM>.

Since the forces involved with moving the coupler housing <NUM> are relatively high, the bearing <NUM> is of a relatively large size. The bearing <NUM> has a relatively large central hole <NUM> to accommodate the various cables passing from locations in the mechanism housing <NUM> into the hollow interior of strut 109b. These cables are not shown in <FIG>. The cables are suitably spaced when installed and passing through the strut 109b, allowing the cables to naturally occupy their preferred positions - no clamping of the cables within the strut is required.

Inner edges of the bearings of struts 109a, 109b connected to the mechanism housing <NUM> are coupled together via a counterweight bar <NUM>, that is rigidly connected between the bearings. The connection of the bar <NUM> to the bearing <NUM> is shown in <FIG>. The bar <NUM> transitions from a quadrant tube section near the bearing <NUM> (to allow space for the cables to pass freely) to a solid heavy centre section with a rather quadrant-shaped cross section, but diametrically opposite from the end quadrants. The counterweight bar <NUM> thus improves the robustness of the arrangement by forcing the two strut bearings to operate together, helping to withstand longitudinal stresses which would otherwise result in a tendency for the strut bearings to twist and wear excessively. The weight distribution of the counterweight bar <NUM> resulting from the chosen cross section over most of its length also provides additional compensation against the weight of the coupling body <NUM> and its housing <NUM>, reducing the forces required to raise it.

The tension in the springs is adjusted such that the magnitude of their effect, combined with the effect of the counterweight bar <NUM>, to balance the weight of the extension mechanism housing <NUM>, the extension mechanism <NUM> and other associated components when they are in the lowered 'out of use' position is slightly less than what would be required to raise these components from that position. This ensures one stable position when the coupler housing <NUM> rests securely on the sleepers. A second stable position results when the springs pull the weight of the coupling body <NUM> as it is raised, the associated components of the coupling body <NUM> being supported on the struts 109a, 109b, 110a, 110b in the raised, in-use position.

In some embodiments, the struts are arranged to move slightly beyond their <NUM> degree vertical positions, to ensure that, despite any frictional effects, the movement will always pass through the fully vertical position before its movement is clamped, as will be explained later on. As a result of these springing and counterweight arrangements, the driving forces required from the pneumatic cylinders are considerably reduced - the respective pistons push the bearings a moderate amount to raise the coupler housing before the effects of the springs and counterweight bar mostly complete rotation of the bearings. In the other direction, the pistons pull a moderate amount to begin to lower the coupler housing <NUM> before the weight of the coupler housing <NUM> mostly drives rotation of the bearings. In addition to providing the raising and lowering forces, the cylinders of the driving arrangements 250a, 250b also provide appropriate damping to the movement pattern to provide smooth transitions between the in-use and stowed states of the system.

A temporary locking mechanism is provided to secure the front struts 109a, 109b firmly in the vertical position when they are first raised, so that the coupler housing <NUM> is fixed, allowing it to resist the pressures imparted by the process of the coupler head <NUM> joining together with the connection interface <NUM>' of the vehicle <NUM> (seen in <FIG>). Once they have connected successfully this locking mechanism is released again, the components then remaining in the positions determined by the vehicle(s) connected to the interface connector <NUM>. This arrangement allows the interface connector <NUM> to accommodate small movements of the vehicles when connected, e.g. varying loads giving movement on the vehicle suspensions.

The temporary locking mechanism is visible in <FIG> and comprises a wedge <NUM> secured on a robust arm that is connected to the mechanism housing <NUM> proximate to the bearing <NUM>. The wedge is arranged to engage a complementary shaped slot <NUM> (seen in <FIG>) in the circumference of the strut bearing <NUM>. The robust arm comprises a small pneumatic cylinder <NUM> that is arranged to move the wedge towards the bearing <NUM>. Both ends of the cylinder <NUM> are secured on slightly flexible supports. This provides a spring action to inserting the wedge <NUM> in the slot <NUM>, so that cylinder <NUM> may be activated as soon as the cylinder <NUM> starts to raise the coupler housing <NUM>. The wedge <NUM> slides on the circumferential surface of the bearing <NUM> until the strut 109b is fully vertical, at which point the wedge <NUM> snaps into slot <NUM> fixing the strut in place. Once the interface connector <NUM> and the coupling interface of the vehicle have successfully joined, cylinder <NUM> retracts its piston, causing the wedge <NUM> to snap out of slot <NUM>, permitting any necessary subsequent movements of the strut 109b. A similar temporary locking mechanism is provided for the bearing of the opposite strut 109a, both operating simultaneously to secure the whole system firmly in place when connecting.

Once a vehicle is connected to the interface connector <NUM>, the struts 109a, 109b, initially vertical, are now maintained at an angle according to the position of the vehicle <NUM>. Should the vehicle body move towards or away from the interface connector by a small distance, the struts 109a, 109b also move, allowing small angular displacements in either direction due to changing loads acting on suspension systems, temperature changes etc, to be accommodated. Such movements will also cause the coupler housing <NUM> to tilt slightly from its normal horizontal orientation, as the struts 109a, 109b pivot to reduce the mechanism height above rail level. Small movements of this kind are tolerated by the system, the rigidly joined coupling arrangements <NUM>' and <NUM> remaining in line with their extension mechanisms pivoting in a vertical plane as required to accommodate any height differences between them. If, however, these movements exceed a predetermined threshold, by the strut 109b displacing beyond the vertical by more than a specified angle in either direction, microswitch <NUM> is triggered as its activating lever comprises a roller engaging with a corresponding slot in pivot <NUM> (not shown). When microswitch <NUM> is triggered, it causes the coupler head <NUM> to uncouple from the vehicle <NUM> and the coupler housing <NUM> to be lowered to the `out of use' position. Such excessive movements of the vehicle when coupled to the interface connector should be rare, as normally the vehicle brakes would be fully applied and the vehicle body should remain relatively static. These movements would only occur under fault or accident conditions, such as other vehicles colliding with the connected vehicle or those coupled to it, or some mishandling of a load being added to or removed from a wagon, for example. Thus, provided the vehicle movement is not too extreme or sudden such as would result from a major crash, the interface connector moves out of the way automatically to prevent damage to itself or the vehicle it was connected to under these rare fault conditions.

The temporary locking mechanisms do not need to be operated when disconnecting the interface connector <NUM> from the vehicle, as the Scharfenberg-style uncoupling arrangements release the coupler head and coupling arrangement of the vehicle without significant external forces and the precise position of the components is unimportant during this process.

As illustrated in <FIG>, when the interface connector <NUM> is installed for use, the land-based electrical power, data and pneumatic connections provided to the interface connector via the protective tubes <NUM>, <NUM>, <NUM>, <NUM> are done so via a control centre <NUM> (i.e., a controller arrangement), which is located near to the interface connector (such as beside the railway track or some other convenient location). In other words, the electrical power, data and pneumatic connections are coupled between the interface connector <NUM> and the control centre <NUM> within the protective tubes. The control centre may only be accessible by authorised staff and may be in the form of a cabinet. In other embodiments, a simplified version of the control centre may be mounted within the housing of the interface connector.

The control centre <NUM> comprises several items providing interfaces, services and local controls, together with testing and monitoring facilities, which will differ depending on the application the interface connector is being utilised with. An electrical switchgear provides control, current monitoring and overload protection for the high-power ("hotel power") electrical supply to the interface connector <NUM>. The control centre <NUM> also contains further power supplies for other equipment in the interface connector <NUM> and the control centre <NUM>. A transformer <NUM> supplies power to the control centre, which is connected into a local high-voltage electricity distribution network in the same way as a conventional 'on-shore' power supply arrangement. The control centre <NUM> also comprises a high speed interface line <NUM> (which may take various known appropriate forms). This allows more powerful control and data processing facilities <NUM> to be connected to the control centre <NUM> as desired, such as a vehicle monitoring control centre, which might be located nearby but more typically might be a long distance away. In practice, there may be several interconnections and multiple processing systems, in the same or different locations, to cover different aspects of the coupled vehicles' facilities as required in any particular situation.

<FIG> illustrate the overall coupling process between the interface connector <NUM> and a vehicle <NUM> having a coupling arrangement <NUM>' that is compatible with the interface connector (i.e., the coupling arrangement <NUM>' comprises an identical coupler head arrangement to that of interface connector <NUM> etc). In this example, the coupling arrangement <NUM>' is extendable in the same way as the coupling body <NUM> of the interface connector. The process begins with the interface connector <NUM> in the stowed position, out of the way between the rails and rail traffic may pass freely over it, as shown in <FIG>.

As illustrated in <FIG>, the vehicle <NUM> approaches the interface connector with the intention of connecting to it. The vehicle <NUM> first stops within the connection range of the interface connector and then transmits a wireless request to connect' command to the interface connector <NUM>. (Alternatively, if required the connection can be initiated instead from the control centre <NUM> of the interface connector <NUM>). This causes the control centre to activate the driving arrangements 250a, 250b of the stowing mechanism, causing the coupler housing <NUM> to begin moving into the in-use position (shown by <FIG>), until the coupler housing <NUM> reaches the in-use position (shown by <FIG>). Now the interface connector <NUM> and vehicle <NUM> are ready to couple, the interface connector <NUM> returns a wireless 'agreed to connect' command back to the vehicle <NUM>. The coupler head <NUM> and the connection interface <NUM> of the vehicle <NUM> then start extending towards one another as illustrated in <FIG>. Upon contact, the coupler head <NUM> and connection interface <NUM> become mechanically connected together (shown in <FIG>). Confirmation of successful mechanical connection causes the extension process to stop. The interface contacts are then electrically coupled together, coupling the electrical power and data connections of the vehicle to the land-based electrical power and data connections.

For uncoupling the vehicle <NUM> from the interface connector <NUM>, the process starts from the connected arrangement shown in <FIG>. When the interface connector <NUM> and vehicle are ready to uncouple (such as via uncouple commands sent from respective control systems), first the electrical and data contacts are disconnected. Then the mechanical coupling mechanism is disengaged so that the coupling body <NUM> and connection interface <NUM> are free to separate from each other. The retraction process is then activated so that the coupler head <NUM> and connection interface <NUM> start to move away from each other as shown in <FIG>. The coupler head <NUM> and connection interface <NUM> reach their respective fully retracted positions (shown in <FIG>), retraction of these elements stops and uncoupling process is complete. The interface connector <NUM> is then moved into the stowed position (shown in <FIG>). After the vehicle departs, the railway line is clear again for passing rail traffic as it would be if the interface connector <NUM> was not installed in that location.

As described above, in some embodiments, the coupler housing <NUM> comprises an obstacle detector <NUM> (best seen in <FIG>). The obstacle detector has a generally rectangular shape with a slanted upper face. The obstacle detector is mounted to upper ends of the rear struts 110a, 110b such that the obstacle detector can pivot separately about the upper bearings of the struts 110a, 110b connected to the coupler housing <NUM>. The slanted face of the obstacle detector <NUM> extends beyond a top surface of the coupler housing <NUM> as the coupler housing is raised above the horizontal stowed position. A springing arrangement nominally retains the obstacle detector in the same longitudinal plane as the struts 110a, 110b. Thus, the obstacle detector <NUM> also moves in an arc in tandem with the struts 110a, 110b as the interface connector <NUM> moves between the stowed position and the in-use position shown in <FIG>.

Although the area of track above the coupler housing <NUM> will normally be free from obstructions, and thus the coupler housing is free to move upwards when a nearby rail vehicle requests permission to connect, this might not always be the case. There is a possibility that another rail vehicle might be stopped above it. In this case, if the interface connector <NUM> inadvertently receives a request to couple the coupler housing <NUM> begins to rise, however, the obstacle detector <NUM> will first contact the underside of the vehicle stopped above it. This scenario may occur due to inadvertent commands issued from a first vehicle in the appropriate location for coupling or from the vehicle located directly above the coupler housing <NUM>. In some cases, these vehicles may be intending to couple to each other, but the interface connector <NUM> may inadvertently receive these commands (for example, if the vehicles utilise the same coupling transmission protocol as the interface connector <NUM>).

As the struts 110a, 100b continue to angle upwards, this causes the struts to move increasingly out of alignment with the plane of the obstacle detector <NUM>.

This relative bending of the two components at each pivot point against their springs is detected by a microswitch or other sensor, detecting the obstacle before the top surface of the coupler housing <NUM> can collide with it. Having detected the obstacle, the driving arrangements inside the mechanism housing <NUM> are arranged to immediately cease raising the coupler housing <NUM>, and then reverse and lower it again to the normal stowed position as shown in <FIG>.

In some embodiments, the obstacle detector <NUM> comprises a visual warning means, such as two red LEDs <NUM>, <NUM> (seen in <FIG>). These LEDs <NUM>, <NUM> are illuminated when the coupler housing <NUM> is raised, warning any rail vehicles approaching from a rear side of the interface connector <NUM> to keep clear from the interface connector, either as it moves into the in-use position or when that position has been reached. These red LEDs <NUM>, <NUM> are illuminated in addition to any red lights which may be displayed on the end of a nearby vehicle coupled to the interface connector. The red LEDs <NUM>, <NUM> indicate to any rail vehicle approaching the rear of the interface connector <NUM> that it must stop sufficiently far away to give enough clearance for the interface connector to be lowered to the stowed position.

As illustrated in <FIG>, in some embodiments, the interface connector <NUM> comprises a proximity sensor <NUM>. The proximity sensor is connected to the control centre <NUM> and arranged to detect a vehicle as it approaches the interface connector <NUM>. In this regard, the proximity sensor <NUM> is between the interface connector <NUM> and a railway vehicle as it approaches the interface connector via the railway track, allowing the proximity sensor to detect the vehicle as it approaches the interface connector.

In some embodiments, the proximity sensor comprises a display arrangement that is connected to the proximity sensor and produces a visual warning signal in response to an output of the proximity sensor. In this way, the display arrangement can visually indicate to nearby operators when a vehicle is within (or outside) the connection range of the interface connector. In this embodiment, the proximity sensor comprises a first sensing arrangement 111a and a second sensing arrangement 111b, both of which are provided on the top surface of the mechanism housing <NUM>. In some embodiments, the proximity sensor comprise only the first sensing arrangement 111a or the sensing arrangement 111b. The configuration of the display arrangement and the proximity sensor will now be described.

As illustrated in <FIG>, in this embodiment, the display arrangement comprises a display head <NUM> that is mounted on a post <NUM> in a location that is readily visible to nearby operators, such as from the approaching end of the train (such as a cab window), from any location looking along the side of the train, or from any platform alongside. The post <NUM> is mounted behind a rear end of the interface connector <NUM>. In some embodiments, the display head <NUM> may be connected to other suitable structures in suitable locations, such as a platform canopy or the end wall of a depot (rather than the post <NUM>).

As illustrated in <FIG>, the display head <NUM> comprises a first matrix of blue light emitting diodes (LEDs) <NUM> and red LEDs <NUM> intermixed in an upper central region of the display head <NUM> in a substantially circular spatial arrangement. A similarly arranged second matrix of blue LEDs <NUM> and yellow LEDs <NUM> is provided in a lower central region of the display head. Other embodiments may comprise different colours and spatial arrangements of the LEDs. The spatial arrangement of the LEDs is such that when both groups of LEDs in each matrix emit light of an equal brightness, the display head produces a mid-purple visual signal <NUM> from the first matrix and a white visual signal <NUM> from the second matrix, when viewed at a distance. The display head <NUM> is connected to the proximity sensor <NUM> (such as via cables) such that an output of the first sensing arrangement 111a drives the LEDs <NUM>, <NUM> and an output of the second sensing arrangement 111b drives the LEDs <NUM>, <NUM>.

The first sensing arrangement 111a comprises three of optical components <NUM>, <NUM>, <NUM> that are colinearly arranged relative to one another. The second sensing arrangement 111b comprises four of optical components <NUM>, <NUM>, <NUM>, <NUM> that are also colinearly arranged relative to one another. The optical components all face upwardly through a light permissible (i.e., transparent) cover in the top surface of the mechanism housing <NUM>. Alternatively, in some cases, the top surface has transparent windows arranged above each optical component or the entire region above the sensing arrangements 111a, 111b is transparent and/or is removeable.

Each optical component is mounted at a different pre-determined distance from the coupler housing <NUM>. The component <NUM> is mounted at a distal end of the proximity sensor, the component <NUM> being at an end closer to the coupler housing <NUM> and the component <NUM> being between the other components <NUM>, <NUM>. The second sensing arrangement 111b is positioned between the first sensing arrangement 111a and the coupler housing <NUM>. The component <NUM> is mounted at a distal end of the proximity sensor, the component <NUM> being at an end closer to the coupler housing <NUM> and the components <NUM>, <NUM> being between the other components <NUM>, <NUM>.

In this embodiment, each optical component comprises a pair of transversely arranged optical elements. This provides contingency in case of one of the optical elements being blocked by an obstacle (such as a leaf). In other embodiments, each component may comprise a single optical element. For the first sensing arrangement 111a, the central component <NUM> comprises two infrared LEDs (i.e., emitters for light in the infrared spectrum). The component <NUM> comprises two infrared photodetectors (such as photodiodes or phototransistors - i.e., receivers for receiving light), which forms a sensor for the red LEDs <NUM> in the display head <NUM>. The component <NUM> also comprises two infrared photodetectors, which forms a sensor for the blue LEDs <NUM> in the display head <NUM>. In other words, the outputs from the photodetectors of the components <NUM>, <NUM> drive the outputs of the blue and red LEDs <NUM>, <NUM> respectively.

For the second sensing arrangement 111b, each of the central components <NUM>, <NUM> comprise two LEDs. The component <NUM> comprises two infrared photodetectors, which forms a sensor for the blue LEDs <NUM> in the display head <NUM>. The component <NUM> also comprises two infrared photodetectors, which forms a sensor for the yellow LEDs <NUM> in the display head <NUM>. Thus, the outputs from the photodetectors of the components <NUM>, <NUM> drive the outputs of the blue and red LEDs <NUM>, <NUM> respectively, and the outputs from the photodetectors of the components <NUM>, <NUM> drive the outputs of the blue and yellow LEDs <NUM>, <NUM> respectively.

Although the components <NUM>, <NUM>, <NUM> are spaced some distance apart (to provide contingency against components being blocked by obstacles), the optical elements within each of these components are angled inwards towards a central longitudinal axis of the mechanism housing <NUM>. In this way, each component illuminates (or senses the illumination from) approximately the same areas of the underside of the approaching vehicle. The optical elements of the components <NUM>, <NUM>, <NUM>, <NUM> are spaced at lateral regions of the mechanism housing <NUM>. More specifically, in this embodiment, the coupling arrangement of the approaching vehicle has the same structure as the coupler head <NUM> of the present invention. Therefore, in this regard, the optical components are spaced and angled to illuminate (or sense illumination from) the coupler shields of the approaching vehicle.

When a rail vehicle is not in close proximity to the proximity sensor <NUM>, the infra red light emitted by the component <NUM> is not obstructed - no emitted light is reflected towards and detected by the photodetectors. Thus, the red and blue LEDs <NUM>, <NUM> of the display head <NUM> are not illuminated. Similarly, light emitted by components <NUM>, <NUM> is also not obstructed and therefore blue and yellow LEDs <NUM>, <NUM> are also not illuminated. When a vehicle approaches the proximity sensor <NUM>, the emitted infra red light from component <NUM> is reflected from an underside of the shield of the coupler head of the vehicle towards the photodetectors of components <NUM>, <NUM>. This is because the first sensing arrangement 111a is positioned such that it is directly below the coupler shields of the vehicle as the vehicle approaches the proximity sensor - the coupler shields are in the closed position.

As the vehicle first approaches, emitted light is first detected by component <NUM>, which drives the blue LEDs <NUM> in the display head <NUM>. As the vehicle moves closer towards the interface connector, the reflective portion of the coupler shield occupies more of the overlapping area of the light source illumination and the sensor sensitivity. Thus, more emitted light is received by the photodetector of component <NUM>, resulting in an increased output or brightness of the blue LEDs <NUM> up to a maximum brightness. Further inward movement of the vehicle causes the reflective portion of the coupler shield to begin moving out of the sensitivity area of component <NUM> - less infra red light is detected and so the brightness of the blue LEDs <NUM> begins to decrease. As this occurs, the coupler shield begins to move into the sensitivity area of component <NUM>, which drives the red LEDs <NUM> in the display head <NUM>. Consequently, red LEDs <NUM> begin to illuminate. Similarly, a brightness of the red LEDs <NUM> increases to a maximum as the vehicle moves nearer to the interface connector.

In this embodiment, the underside of the vehicle, and other nearby components, are arranged to be non-reflective to infra red light. In this way, the optical components <NUM>, <NUM> do not detect a significant amount of light when these non-reflective components block the block emitted light from the optical component <NUM>. Only the underside of the coupler shield is reflective such that the proximity sensor <NUM> is able to accurately detect when the coupler shield of the approaching vehicle is above either the first sensing arrangement 111a or the second sensing arrangement 111b. The reflective surface of the coupler shield is a light scattering material (rather than simply a reflective material). This ensures that the angles of the incident and reflection of the emitted infra red light are not critical, and the photodetectors will respond to the entire illuminated area effectively.

The dotted line <NUM> of the coupler shield of the vehicle (shown in <FIG>) represents an ideal stopping position of the vehicle. In this position, the reflective underside of the shield occupies equal areas of the detection range of each component <NUM>, <NUM>. This will result in equal outputs of the components to their respective LEDs <NUM>, <NUM>, resulting in an equal brightness of red and blue light emitted from the display head <NUM>. If the vehicle stops in this position requests to connect to the interface connector, the interface connector <NUM> will first be raised into the in-use position, and then the coupling arrangement of the vehicle and the coupler head of the interface connector <NUM> will extend towards each other at the same time, meeting together midway between their previous positions.

In an alternative scenario, a train formation comprising a first and second vehicle that are coupled together (via the same extending coupler head arrangements as the interface connector <NUM>) wishes to uncouple the first vehicle from the second vehicle and then to connect the first vehicle to the interface connector <NUM>. In this case, the coupled vehicles may approach the proximity sensor <NUM> from either side of the interface connector. The second sensing arrangement 111b is positioned such that it is directly below the coupler shields of the coupled vehicles as the vehicles approach or pass over the proximity sensor - the coupler shields in this case are in the open position because they are connected together.

The second sensing arrangement 111b functions in the same way as the first sensing arrangement for detecting the coupler shields. Thus, as the coupled vehicles pass over the second sensing arrangement the outputs of the components <NUM>, <NUM> drive the LEDs <NUM>, <NUM> respectively, the output of each LED depending on the position of the coupler shields relative to each component. The dotted line <NUM> of the coupler shields of the coupled vehicles represents an ideal stopping position of the train. As before, this will result in equal outputs of the components to their respective LEDs <NUM>, <NUM>, resulting in an equal brightness of blue and yellow light emitted from the display head <NUM>, which appears to give a white colour when viewed at a distance.

Once the train stops in this position, the second vehicle (which is on the right-hand side of <FIG>) and the first vehicle may uncouple from each other, as a result of a specific command to separate the train there (which may come from any vehicle in the complete train formation). Once such a command has been received, the respective coupler heads of each vehicle retract into each vehicle. The coupler head of the first vehicle thus moves into the detection range of the first sensing arrangement 111a, causing the purple visual signal <NUM> to be displayed instead of the white visual signal <NUM>. The coupler head of the second vehicle moves out of the range of the proximity sensor (to the position shown by dotted lines <NUM> in <FIG>). The second vehicle now departs (towards the right in <FIG>), leaving the location of the interface connector <NUM> - there is therefore no longer an obstruction above the interface connector <NUM>. The interface connector <NUM> is then raised into the in-use position, and then the coupler head of the interface connector <NUM> will extend towards the extended coupling arrangement of the vehicle.

Since the movement of the train might be controlled by a driver positioned on either side of the display head <NUM>, the visual signal <NUM> is duplicated on an opposite side of the display head via a third matrix of blue and yellow LEDs <NUM>, <NUM>, which produce the visual signal <NUM> in tandem with visual signal <NUM> (illustrated in <FIG>). The third matrix of LEDs faces in the opposite direction to that of the interface connector <NUM> and is arranged in a generally rectangular spatial arrangement. In this way, the visual signal <NUM> can be seen from both sides of the interface connector <NUM>, wherever a driver or other member of staff happens to be.

The display head <NUM> is thus arranged to display a first visual signal <NUM> and a second visual signal <NUM>, both of which independently change colour depending on the proximity of an approaching vehicle to each sensing arrangement 111a, 111b, the colour representing the proximity of the vehicle relative to each sensing arrangement. In this embodiment, an overall emitted blue colour of the first and/or second matrix of the display head <NUM> indicates that the coupling arrangement of the vehicle is 'too far' or out of the connection range of the interface connector. An overall emitted red colour from the first matrix or yellow colour from the second matrix indicates that the coupling arrangement of the vehicle is 'too close' to the interface connector. A minimum coupling distance is required due to the arrangement of the shields <NUM> of the coupler head <NUM>, which, as described above, pivot open to expose the connection interface <NUM> as the coupler head <NUM> is extended from within the coupler housing <NUM>.

The brightness of the blue LEDs <NUM> and the red LEDs <NUM> thus changes as the vehicle passes over the proximity sensor. The brightness of the blue LEDs is at a maximum when the vehicle is proximate to the component <NUM>. As the vehicle approaches the component <NUM>, emitted light from the display head <NUM> gradually transitions from blue, through various shades of purple, to finally red. The ideal connecting position of the vehicle is represented by a particular shade of purple with equal blue and red components; the vehicle being slightly further away will give a more bluish purple hue and the vehicle being slightly closer will give a more reddish purple hue. The second matrix of blue and yellow LEDs <NUM>, <NUM> functions in the same way, but transitions from blue, to white (indicating the optimum position), to yellow.

The distance of the optical components <NUM>, <NUM>, <NUM> from the interface connector, and their spatial arrangement relative to each other, provides a detection range of the proximity sensor <NUM> that corresponds to the connection range of the interface connector. The optical components <NUM>, <NUM>, <NUM>, <NUM> broaden this detection range laterally for detecting vehicles that are coupled together. In this embodiment, the detection range is broader or wider than the connection range of the interface connector. In this way, the proximity sensor can determine when the vehicle is in close proximity to the connection range (i.e., when the vehicle is proximate to component <NUM>). No light is emitted from the display head <NUM> when the vehicle(s) are beyond the detection range of the proximity sensor <NUM>.

When both outputs from the components <NUM>, <NUM> are within a pre-determined range of magnitude (i.e., such as within a particular voltage range), an 'in range' signal is arranged to be generated. The in range signal indicates that the vehicle is now in the ideal position or suitably 'in range' of the connection range of the interface connector. The pre-determined range of magnitude both outputs must fall within to generate the signal corresponds to the vehicle being within a subrange of the overall detection range, which is in this embodiment is generally between the components <NUM> and <NUM>. The blue and red LEDs <NUM>, <NUM> are also arranged to flash when the in range signal is being generated (i.e., when the vehicle is within the defined subrange). The vehicle should now stop and apply its brakes fully, after which the coupling or connecting process between the coupling arrangement of the vehicle and the interface connector <NUM> can begin once the interface connector has been raised into the in-use position. A similar in range signal is generated for the second sensing arrangement 111b to cause the white visual signal to flash.

The subrange for activation of the in range signal(s) is provided by two predetermined threshold voltage levels; an upper threshold voltage level and a lower threshold voltage level. The in range signal(s) are arranged to be generated only when both of the outputs of the components <NUM>, <NUM> or components <NUM>, <NUM> are between the threshold voltage levels. These threshold voltage levels are not fixed. Instead, the lower threshold level is a particular fraction of the upper threshold level. Should the reflective surface of the coupler head reflect less infra red light than usual, for example due to dirt or corrosion, the brightness of the LEDs in the display head will also be less than usual. However, for each matrix of LEDs, the brightness of both colours will be affected equally, and the resulting mid-purple or white colour representing the optimum connecting positions will not alter, as well as the generation of the in range signals. If an optical path is obstructed by an obstacle, the larger output from the pair of optical elements (of each optical component) is utilised for the reference, the smaller or non-existent output being ignored.

Timer circuits are incorporated into the first and second sensing arrangements 111a, 111b so that a sensor must be activated for at least a certain short period before the visual signals are illuminated. This ensures that trains passing over the interface connector <NUM> at even moderate speeds will not cause a signal display. Only vehicles passing over the sensors very slowly, in preparation to stop and connect, will cause the signals to illuminate.

In this embodiment, the infra-red LEDs <NUM>, <NUM>, <NUM> are not driven by a DC constant current source. Instead, they have a sinusoidal modulation of current (and therefore brightness) at a particular frequency - the frequency is selected to be unique from light modulation frequencies from common light sources, such as fluorescent lights or LED floodlights. The photodetector circuits are arranged to have a wide dynamic range to cope with varying ambient light levels, and their outputs are AC coupled so that any DC components are inconsequential. The resulting AC component from the photodetector circuit is then filtered to exclude all frequencies other than those near the correct LED modulation frequency, the filtered amplitude then being used to determine the brightness of the corresponding LED in the display head <NUM>. Consequently, the processed outputs from the optical components <NUM>, <NUM>, <NUM>, <NUM> are not affected by any artificial or natural light sources detected by the components <NUM>, <NUM>, <NUM>, <NUM>.

In embodiments comprising the proximity sensor <NUM>, the coupling process is authorised by the control centre <NUM> (or a remote control centre via the control centre <NUM>) in response to receiving the in range signal from the first sensing arrangement 111a. The control centre then generates an instruction to the interface connector <NUM> to unlock the coupling process. Commands to couple can now be accepted, which may be initiated from within the vehicle adjacent to the interface connector, or from other vehicles coupled to it, or from the local control centre <NUM>, or from any remote control centre linked to the interface connector. Once such a command has been accepted (such as by an exchange of signals between the interface connector and the vehicle using a short distance wireless communication method), the coupling process begins as described above. The initiation of the coupling process may be carried out automatically (via software protocols) or manually (via an operator using a display screen and user inputs) from any of the above mentioned locations, the operating methods allowed or prohibited in any particular situation being determined by software in the respective control systems.

When the coupling process is initiated from within the vehicle or other vehicles of a train coupled to it, a driver can request to couple to the interface connector after viewing the 'in range' visual signal <NUM> from the display head <NUM> and stopping the vehicle or train with the 'in range' visual signal still active (e.g. a flashing purple colour). Similarly, in the alternative scenario described above, the driver can request to disconnect from the second vehicle after viewing the 'in range' visual signal <NUM> from the display head, and then request to connect to the interface connector <NUM>. The control centre <NUM> (or a remote control centre via the control centre <NUM>) accepts the coupling request and the coupling process begins.

In an alternative embodiment, the in range signal from the first sensing arrangement 111a may be transmitted (e.g., via a wireless protocol) to the vehicle such that initiation of the coupling process can occur automatically via software protocols in the vehicle (more specifically the train computers) in response to receiving the in range signal (which may also be transmitted automatically). In this embodiment, the display head <NUM> may sometimes be omitted, with local display indicators in the vehicle giving alternative equivalent displays for the benefit of any on-train staff; or the display head <NUM> may be kept for flexibility of use or for reassurance of platform staff observing operations from outside the vehicle, for example.

In some embodiments, the interface connector <NUM> comprises a further infra red source <NUM> and photodetector <NUM> forming a rear detector (shown in <FIG>). In this embodiment, these are provided on a central upper region of a vertically facing surface of the obstacle detector <NUM> when the interface connector is in the stowed position. The rear detector thus positioned and arranged to detect the closed coupler shields of a vehicle passing over them. This is particularly useful for the alternative scenario described above, where a first vehicle (stopped at the optimal dotted line <NUM> position) wishes to disconnect from the second vehicle and connect to the interface connector <NUM>. If an in range signal is being generated by the first sensing arrangement 111a, the coupling process can be initiated automatically in response to the rear detector indicating the second vehicle has departed from the interface connector <NUM>. In this way, the coupling process can still be initiated with the first vehicle if the first vehicle lacks a means to initiate the coupling process itself (for example such as a driving cab or train management computer).

The proximity sensor may be used in combination with human operators and/or other automated systems to facilitate positioning and coupling operations to improve the safety and reliability of operating practices. In some embodiments, the proximity sensor and display may be omitted altogether if other available methods of positioning vehicles accurately prior to connection to the interface connector are considered to be sufficient.

<FIG> illustrates example circuit arrangements for the LED light sources of the optical components <NUM>, <NUM>, <NUM>, <NUM>, the photodetectors of the optical components <NUM>, <NUM>, <NUM>, <NUM>, <NUM> and the respective drive circuits of the LEDs in the display head. As described earlier this comprises two similar systems for driving the bi-colour visual signal displays to give brightness levels depending on the level of reflected infra red light received by their corresponding four pairs of sensors; an additional pair of sensors (<NUM>, <NUM>) to detect the continued presence of a vehicle not intended to be connected to the interfacing system, which, in this embodiment, is arranged to inhibit the flashing of the purple visual signal <NUM> until the second vehicle has departed from the interface connector <NUM>. More specifically, an oscillator generates sine waves which cause the modulator to vary the amplitude of the current passing to the LEDs <NUM>, <NUM>, <NUM>, <NUM>. In this example, the photodetectors are phototransistors. For each LED driving arrangement, two phototransistors are suitably biased to allow a wide range of ambient light levels and thus DC conditions. The desired AC signal is coupled via capacitors to amplifiers. The amplifiers incorporate suitable bandpass filters allowing only frequencies corresponding to that of the oscillator to pass through, other frequencies being substantially attenuated to exclude interference sources. Rectifier circuits measure the amplitude of the resulting signals and output a corresponding DC voltage: normally both outputs will be equal but if one of the optical paths is disrupted the diode arrangement ensures that only the larger signal is passed on to the buffer amplifier which in turn feeds the drivers for the LEDs in the display head <NUM>.

In summary, the proximity sensor <NUM> (and corresponding display head <NUM>) ensures that approaching vehicles are able to stop within the suitable connection range of the interface connector <NUM>. If the coupling arrangement of the vehicle and the interface connector are too far apart, their respective extending mechanisms will reach the end of their capability. If they are too close, as described above, their respective shields may be unable to open due to colliding together in the early stages of extension, before there is sufficient clearance to fully open to expose their respective connection interfaces. This arrangement provides easily visible and understandable visual signals associated with each interface connector to assist and/or give reassurance to staff in the vicinity (either on the train or nearby) that vehicles have stopped in the right place before connection is attempted. These visual signals might be viewed from relatively close by or a relatively long distance away, depending on the operating circumstances, and their visibility might be obscured sometimes by weather conditions such as fog. The arrangement for gradually transitioning from one colour to another facilitates guiding the driver to stop in the correct position for subsequent connection (rather than a simple two state 'digital' indication with a sudden change as a vehicle approaches the interface connector).

<FIG> illustrates the components of the control centre <NUM> in more detail. Connections extending to the left-hand side of the Figure are connected to the interface connector <NUM>, or to destinations within the coupler housing <NUM> or proximity sensor <NUM> (in embodiments comprising the proximity sensor). The two connections extending from the right-hand side of the Figure are power from the transformer <NUM> and the high speed interface line <NUM> to remote data processing facilities <NUM>. The high speed interface line <NUM> may be an optical fibre, microwave radio or any other known networking technology appropriate to accommodate the data bandwidth required for high speed data processing.

The interface connector can be utilised with rail vehicles and road vehicles alike, these vehicles having either an extending coupling arrangement or a non-extending coupling arrangement that is compatible with the connection interface of the interface connector such that (electrical power and data) coupling therebetween may occur.

Claim 1:
An interface connector (<NUM>) for connecting to a rail vehicle (<NUM>), the rail vehicle comprising a coupling arrangement for coupling electrical power and data processing connections of the rail vehicle to the interface connector, the interface connector comprising:
a controller (<NUM>);
a coupling arrangement (<NUM>) for coupling land-based electrical power and data processing connections to the rail vehicle;
means for connecting the coupling arrangement of the interface connector to the coupling arrangement of the rail vehicle upon contact between the coupling arrangements; and
a stowing arrangement that is arranged to be actuated by the controller to move the coupling arrangement of the interface connector between a stowed position and an in-use position,
wherein, in the stowed position, a top surface of the coupling arrangement of the interface connector is positioned below a lowest bottom surface of the rail vehicle, and in the in-use position, the coupling arrangement of the interface connector is positioned such that it is substantially on the same horizontal axis as the coupling arrangement of the rail vehicle.