"System for automatic coupling and release of vehicles travelling on the railway network"

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

In particular, the present invention relates to a system for automatic coupling and release of vehicles travelling on the railway network, of the type of rail wagons, traction vehicles and services circulating on tracks both of the traditional type and of the type called "intelligent" or "smart", in the meaning that is referred to the wagons of a railway transport system with trains automatic composition described in the Italian patent No. 0001416154 in the name of the same Applicant .

As it is known, currently the operation of coupling and releasing between railway wagons is performed by making use of systems that require the presence of operators to connect the wagons each other, both in traction components, both in the braking components, and possibly for connections with which electrical connections are performed. These systems are therefore not automatic, but subject to the presence of operators .

To try to overcome this problem, automatic coupling systems similar to those originally designed by Scharfenberg have been developed, but their operation always presupposes that one of the two means is stationary and the other approaches with extremely low approach speed. Therefore they are not suitable for particular applications, such as hooking between moving wagons, since they do not have any system for automatically checking the existence of the coupling conditions beforehand.

Furthermore, the way in which some automatic couplings have been developed makes them unsuitable for freight transport where extremely high traction forces are required, generally not bearing stresses of a certain importance.

Finally, the current systems are not designed to carry out frequent coupling and releasing operations, and do not provide that electronic connections to allow the exchange of information between computer systems located on the two means to be coupled / released are also present in addition to the traction connections, to the pneumatic components for the braking system and to the electrical one for the services. There is also no system for remote verification of the couplings, whose certification procedure is always entrusted to an operator.

The coupling maneuver is also not assisted by any sensor component that guides the phases and correctness of the maneuver. Therefore, these systems do not allow an exchange of information to take place if there are computerized systems in the two means to be coupled and released, such as those present in the "intelligent" wagons of the aforementioned patent of the same Applicant.

Furthermore, with known systems, the current travelling wagons would have to be re-approved by changing the elastic connection system to the other wagons in the train .

A solution to this problem has been presented by the Applicant has been presented in the Italian patent application 102016000110440 which describes an automatic coupling and release system of at least a first vehicle travelling on the railway network and a second vehicle travelling on the railway network comprising at least a first hooking group of the first travelling vehicle and at least a second hooking group of the second travelling vehicle, further comprising at least one vertical alignment apparatus of said at least one first and at least one second hooking group controlled by a computer system present on each of said circulating means.

However, this solution presents mechanical problems, such as tensile strength and incompatibility with the existing coupling systems.

Scope of the present invention is to provide a system for automatic coupling and release of vehicles travelling on the railway network that resists effectively to traction of very long trains and compatible with the existing coupling systems having an elastic repulsion system having buffers, having characteristics such as to exceed the limits which still affect the solutions previously described with reference to the prior art.

According to the present invention , it is realizzat or an automatic hooking and unhooking system of circulating means on the railway network , as defined in claim 1.

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

- figure 1 shows a schematic top view of a system for automatic coupling and release of vehicles travelling on the railway network, according to the invention; - figure 2 shows a schematic three-dimensional view of a hooking group of the system for automatic coupling and release of vehicles travelling on the railway network, according to the invention;

- Figure 3 shows a second schematic three-dimensional view of the hooking group of figure 2, according to the invention;

- Figure 4 shows a three-dimensional perspective view of the system for automatic coupling and release of vehicles travelling on the railway network, according to the invention;

- figure 5 shows a disassembled three-dimensional view of the system for automatic coupling and release of vehicles travelling on the railway network, according to the invention;

- figure 6 shows a three-dimensional perspective view of a horizontal and a vertical alignment apparatus of the system for automatic coupling and release of vehicles travelling on the railway network, according to the invention;

- Figure 7 shows a perspective three-dimensional view of an apparatus for adjusting the position of the head of the system for automatic coupling and release of vehicles travelling on the railway network, according to the invention;

- figures 8a - 8b show top views of system for automatic coupling and release of vehicles travelling on the railway network, of the hooking group in automatic mode and in classic mode for coupling to a wagon, according to the invention .

With reference to these figures and in particular to figures 1, 4 and 5, a system for automatic coupling and release of vehicles travelling on the railway network is shown, according to the invention. In particular, the system 400 for automatic coupling and release of vehicles travelling on the railway network, shown for the portion relating to a first travelling vehicle 90a, for example a railway wagon with buffers 91a and an elastic cushioning system 92a, comprises a first hooking group 410 of the first travelling vehicle and a second hooking group of a second travelling vehicle, not shown in the figure. The first hooking group 410, identical to the second hooking group, is constituted by a block comprising conjunction elements, both traditional and automatic, with a second travelling vehicle, a section with electrical connections, electronic and pneumatic, a group of sensors, and surveillance systems. The description made here for the first hooking group is to be considered equally valid for the second hooking group .

Each hooking group, such as the first hooking group 410, is connected to an adjustment apparatus 413 of the horizontal positioning of the first hooking group 410 along the head-tail line of the travelling vehicle, or wagon, 90a; to a horizontal and vertical alignment apparatus 411 lateral with respect to the travelling vehicle 90a, by means of a connecting element 412. Said connecting element 412 can oscillate elastically inside an elliptical tubular cavity 422 of the head block, shown in figure 3, containing a repulsion spring not shown in the figure. The horizontal and vertical alignment apparatus 411 support the connecting element 412 during the engagement / disengagement phases of the hooking group to a second travelling vehicle.

According to an aspect of the invention, as shown in Figure 7, the horizontal positioning adjustment apparatus 413 is composed of a tubular element provided, at one end, with a mechanical fitting 413e configured to anchor to the cushioning system 92a, at the other end of a gear 413b for adjusting the insertion of the connecting element 412 inside the tubular part, thus determining the length of the entire automatic system 400.

Therefore, the second hooking group of the system 400 connected to a second travelling vehicle to be coupled, not shown in the figures, will have the same configuration as the first hooking group 410.

Advantageously according to the invention, the system 400 is of the type reported in the Italian patent application 102016000110440 of the same Applicant, already mentioned.

According to an aspect of the invention, best shown in Figure 2 and Figure 3, the hooking group 410 comprises an automatic head comprising a front structure 418 comprising two truncated cone 425a and 425b having two protrusions at its base, the first 426a facing outwards and the other one 426b facing inwards, so as to be complementary in coupling with a second hooking group 410' located in the opposite position, not shown in the figures. The truncated cone 425a comprises a screw 423 prominent outwardly insertable into the truncated cone 425b of the head of a second hooking group. The truncated cone 425b has a central hole and a threading 424 so that the screw 423 of the truncated cone of 425a of the second hooking group can be threaded inside it joining firmly the two heads 410 and 410' of the first and second hooking group. As shown in Figure 3, the head of the first hooking group 410 comprises a shaft 442 coupled to the screw 423 and actuated by means of an actuator 441, which is configured to advance and screw the screw 423 or to recede and unscrew the screw 423.

In more detail, according to an aspect of the invention, the screw body 423 is internally hollow to allow the sliding of the shaft 442 inside it during the screwing or unscrewing operation.

According to another aspect of the invention, the body 418 has, in an upper portion thereof, a protrusion 420 in the form of a unified hook conforming to EN 15566.

According to a further aspect of the invention, the cone 425b comprises laterally a spring coupling system 421 which is operated by means of an actuator 421b which allows locking in the appropriate seat on the side of the corresponding cone 425a opposite to it the head of the second hooking group 410'. The central part of the structure 418 is hollow and ellipse-shaped hollow continuing with the elliptical shaped tubular part 422, inside which there is a spring not shown in the figure, which dampens the movements of the connecting element 412. The connecting element 412 presents at its head a flattened elliptical cylinder, configured to prevent rotation of the group hooking 410, and inserted into the tubular part 422 and blocked via a screw nut 427.

According to an aspect of the invention, the body 418 in the lower part has a structure 430 comprising pneumatic connections 431a and

431b, electrical and electronic connections

432a and 432b. The structure 430 is movable horizontally along the body 418 which supports a mechanism 445 for sliding the structure 430 back and forth by means of an actuator not shown in the figure. The air connection to the main pipe, not shown in the figure, is made via a flexible tube that is connected to the main duct via a switching valve, controlled by the electronic system of the wagon, which allows the passage of air from the automatic hook when in use in automatic mode, or from the traditional tap placed at the head of the wagon, when it is hooked in classic mode. The protrusions 426a and 426b are adapted to be coupled, as described in patent application 102016000110440, to protrusions protruding in a opposite direction with respect to a second hooking group of a second travelling vehicle, such protrusions having sections complementary to similar protrusion present in the second hooking group, so as to wedge the first protrusions inside the other ones to realize the hooking of the two hooking groups between them.

According to an aspect of the invention, as shown in figure 5, the connecting element 412 joins the first hooking group 410 to the horizontal positioning adjustment apparatus 413 and has a smooth first part 412a inserted in the first hooking means 410, as described above, and a second threaded part 412b which is inserted in the horizontal adjustment apparatus 413. In the middle position of the connecting element 412 there is a sleeve bearing 412c which can freely rotate. During the coupling operations, the connecting element 412 in its middle part rests on the horizontal and vertical alignment apparatus 411. This horizontal and vertical alignment apparatus 411, better shown in Figure 6, comprises an alignment arm 411a, consisting of a base with raised edges, for example a V-shaped base, equipped, on its internal surface including edges, with a plurality of rollers 411b converging towards the center and configured to position the connecting element 412 at the bottom center. The length of the rollers 411b is such as to cover the movement segment alongside the connecting element 412. The alignment arm 411a can be supported laterally on two guide rails located on the wagon head. According to an aspect of the invention, the horizontal and vertical alignment apparatus 411 comprises at the bottoms lower electro-mechanical linear actuator 411d configured to move in the direction vertical the alignment arm 411a through a support 411c.

According to another aspect of the invention, as shown in figure 7 , the horizontal positioning adjustment apparatus 413 for adjusting the length of the connecting element 412 for the correct positioning of the hooking group 410 comprises a trapezoidal screw shaft 412b equipped with a sleeve 413b comprised between two bearings 413c which allow easy rotation of the sleeve 413b both clockwise and counterclockwise. The sleeve 413b is internally threaded and externally cogged and its rotation causes the advance or the retreat of the shaft 412b. The rotation is automated by means of an actuator 413d placed in direct contact with the external toothing of the sleeve 413b. In this way, the first hooking group 410 can be subject to a horizontal deviation of about 30 cm, so that the hooking group 410 can position itself alternatively or in an automatic mode shown in figure 8a, in which the first hooking group 410 is positioned completely in forward and in line with the buffers 91a, or in a classic mode, shown in figure 8b, wherein the first group 410 is positioned hooking completely back assuming the same position currently assumed by the classic towing hitch. At the end of the threaded pole 412b located inside the cylinder 413a there are two lateral projections not shown in the figure which slide inside two horizontal guides, not shown in the figure, always present in the cylinder 413a to prevent that the head of the hooking group 410, to which it is connected through its continuation 412a, may be subject to rotations.

Advantageously according to the invention, the cushioning system 92a, already present on the traditional wagons, represents the component to which the new automatic hooking group is connected replacing the current pole with a traditional hook.

In use, the system for automatic coupling and release of vehicles travelling on the railway network, used in classic mode, provides that the hooking group may be hooked by any currently circulating wagon and with the same modalities currently in use. In this mode the actuator 413d will rotate the sleeve 413b configuring the hooking group as in figure 8b. The air connection will be made with the classic fittings, ignoring the automatic head, connecting with them to the traditional duct whose continuity is ensured by the switching valve installed on the wagon described above suitably configured.

In automatic mode, the wagon will only be able to engage with wagons of the same type (intelligent wagon) . In this case, the hooking group is placed in hooking position (a few centimeters beyond the bumpers) and the air supply system is represented by two head pneumatic connections 431a and 431b connected by means of tubes non shown in figures to the main pipe via the switching valve above described configured with the necessary mode to ensure the continuity of the air flow. When approaching the wagons, to obtain horizontal alignment (from the side), the element 412c will be positioned above the base having roller 411b. By gravity, the connecting element 412 will automatically position itself correctly in the center of the base 411c, as the "V" shape of the base will bring the connecting element 412 to the center. A sensor to check the positioning in the center of the connecting element 412 is present in the center of the base having rollers 411b. The vertical alignment apparatus 411 will, through elaborate algorithms and measures of distances obtained with a laser sensor placed at the head to the carriage that will determine the distance from the rails of the base of the wagon, to align vertically the hooking groups with millimeter accuracy. During the approach of the two wagons to be hooked up, with two inertial movement units, one placed on the wagon and the other placed on the head 410, the oscillations to which the wagon is subjected will be determined and it will be assessed if the safety conditions to carry out the hooking are present. In the event of a negative evaluation, the wagon speed will decrease until the oscillations will be within the safety limits. The distance between the wagons to be hooked up will be constantly monitored by a laser sensor which will determine their values and communicate them to the wagon management system. Following a first quick coupling, made automatically on contact between the heads of the two hooking groups 410 and 410', obtained through the pliers 421 placed externally to the head, the electronic control system checks the closure of the pliers and will order the actual coupling sealing by screwing two nuts 423 into holes 424, one for each group 410, actuated by an electromechanical motor 441 which, by rotating the transmission shaft 442, will cause its rotation. The screw 423 is hollow on the side of the transmission shaft 442 to allow its penetration during its forward and backward movement. Once the connection has been made and checked, the connection of air, electricity and data will also be managed through the electronic control system of the hook which will control an actuator. To complete the coupling operation, the sleeve 413c actuated by the component 413d will rotate so that to retract the connecting element 412 thus putting the coupling between the two carriages under tension. To avoid compression efforts, which could compromise the components downstream of the head, the spring inserted in the tubular part 422 of the group 410 acts as a damping apparatus allowing inside it the oscillation of the connecting element 412 with a stroke equal to that of the buffers and lower elastic resistance, so that the coupling occurs in complete safety and in case of excessive compressive stress between the moving wagons when the buffers start the operation.

According to another aspect of the invention, the hooking group 410 comprises sensors, not shown in the figure, for detecting, during the hooking operations between wagons, the relative positions of the hooking groups with relative truncated conical protuberances, with determination of the horizontal and vertical distances and of the variation interval of these distances between the hooking groups.

Advantageously according to the invention, the sensors present on the hooking group 410 mounted on the first wagon can interrogate or be interrogated by the sensors present on the rigid body of a second hooking group mounted on the second wagon, through a dialogue between computerized systems on board of the wagons between which the hooking or unhooking takes place. The sensors are configured to detect both the distance of the hooking groups to each other and the alignment of the hooking groups to each other both in the horizontal and vertical direction.

In this way, computer systems places on the two wagons, on the basis of the information received from the sensors, can handle the speed of the wagons, the height and the verification of the oscillations of the hooking groups in such a way that the hooking is possible in full security .

According to an aspect of the invention, alternative sensor systems (e.g. with image processing) to determine distance and speed can be used alternatively.

According to an aspect of the invention, one or more cameras will be present on the group 410 and / or on the head of the truck to remotely monitor the execution of the hooking maneuver and of the successful locking of the hooking groups 410, with the images transmitted to an operator, on the locomotive or at the station, who must certify its correct execution. According to an aspect of the invention, an obstacle detection system may be present on the group 410 or on the head of the wagon, for example with laser sensors, also for the protection of the hooking group which in the event of unexpected obstacles can be retracted in the position of security 82b.

According to an aspect of the invention, a GPS device alternative or complementary to those present on the intelligent wagon will be present on the group 410 or in another position.

According to an aspect of the invention, an autonomous communication device may be present on the group 410 or in another position which, for example with the OTA method, will allow to communicate and interact autonomously with other devices and / or with operators for operational needs (e.g. for maintenance, for manual locking / unlocking operations, for positioning the group 410, etc.) .

Therefore, the system for automatic coupling and release of vehicles travelling on the railway network according to the invention allows to automatically perform the necessary maneuvers with high tensile strength.

Another advantage of the system for automatic coupling and release of vehicles travelling on the railway network according to the invention is that it is compatible with hooking systems of traditional wagons.

A further advantage of the system for automatic coupling and release of vehicles travelling on the railway network according to the invention is to guarantee the horizontal alignment of the hooking mechanisms between the travelling vehicles to be coupled, both with a stationary wagon or with both moving wagons.

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

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