U.S. patent application number 15/770347 was filed with the patent office on 2018-11-01 for system for automatic coupling and release of vehicles travelling on the rail network.
The applicant listed for this patent is CO.EL.DA. SOFTWARE SRL. Invention is credited to Antonio LUCISANO, Francesco LUCISANO, Maurizio LUCISANO.
Application Number | 20180312179 15/770347 |
Document ID | / |
Family ID | 55446856 |
Filed Date | 2018-11-01 |
United States Patent
Application |
20180312179 |
Kind Code |
A1 |
LUCISANO; Antonio ; et
al. |
November 1, 2018 |
SYSTEM FOR AUTOMATIC COUPLING AND RELEASE OF VEHICLES TRAVELLING ON
THE RAIL NETWORK
Abstract
System for automatic coupling and release of at least a first
vehicle and of a second vehicle travelling on the railway network
comprising at least a first hooking group of the first vehicle and
at least a second hooking group of the second vehicle, comprising
at least one vertical alignment apparatus for vertical alignment of
the at least one first and at least a second hooking group, the
first and at least the second hooking group being configured to be
coupled and released each other by means of complementary
interlocking coupling means under the control of an informatic
system present on each vehicle.
Inventors: |
LUCISANO; Antonio; (Reggio
Calabria (RC), IT) ; LUCISANO; Francesco; (Reggio
Calabria (RC), IT) ; LUCISANO; Maurizio; (Reggio
Calabria (RC), IT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
CO.EL.DA. SOFTWARE SRL |
Reggio Calabria (RC) |
|
IT |
|
|
Family ID: |
55446856 |
Appl. No.: |
15/770347 |
Filed: |
November 3, 2016 |
PCT Filed: |
November 3, 2016 |
PCT NO: |
PCT/IB2016/056612 |
371 Date: |
April 23, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61G 7/10 20130101; B61G
5/02 20130101 |
International
Class: |
B61G 7/10 20060101
B61G007/10; B61G 5/02 20060101 B61G005/02 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 5, 2015 |
IT |
102015000069652 |
Claims
1.-20. (canceled)
21. A system for automatic coupling and release of at least a first
vehicle and of a second vehicle travelling on the railway network
comprising: at least a first hooking group of the first vehicle and
at least a second hooking group of the second vehicle; and at least
one vertical alignment apparatus for vertical alignment of said at
least one first and at least a second hooking group; wherein the
first and at least a second hooking group comprises: male-female
interlocking coupling means for coupling and releasing each other;
at least two sensors coupled logically two by two and positioned at
45.degree. each other configured to detect the positions of the
coupling means during the coupling of the vehicles, their
horizontal and vertical distances and the range of variation of
these distances in real time, and to communicate them to an
informatic system present on each vehicle configured to control the
coupling means; and at least one pair of cameras configured to send
images of the occurred coupling to the informatic system present in
the station or on the locomotive and to determine the certification
of the occurred coupling.
22. The system according to claim 21, wherein the vertical
alignment apparatus comprises a pair of parallel vertical guides
fixed to the first hooking group between which at least a support
element is configured to slide in vertical direction respectively
between each pair of parallel vertical guides under the control of
at least one actuator.
23. The system according to claim 22, wherein said support element
is a sliding plate having a surface facing the vehicle and a facing
the inside of the hooking group and provided with at least one
trough hole and with a pair of parallel horizontal wings connected
together respectively by at least one pin.
24. The system according to claim 21, wherein the vertical
alignment apparatus comprises a first flat element configured to be
hooked to the hooking group and a second flat element plane
configured to be attached to the elastic cushioning device, each or
the flat elements being internally provided of at least four upper
coupling elements, between which rotatably upper rods are
connected, and of at least four of the lower coupling elements,
between which lower rods are connected in rotary manner, the upper
and lower rods moving through rotation around the upper and lower
coupling elements from a horizontal position to an inclined
position by means of counterclockwise rotation, and again from to
the horizontal position to an oblique position by means of
clockwise rotation.
25. The system according to claim 21, wherein the elastic
cushioning apparatus connected to the vertical alignment
apparatus.
26. The system according to claim 25, wherein the elastic
cushioning apparatus comprises at least a first body of elastomeric
material interposed between the wings, at least a metal base for
supporting and containment of the pin coupled to the first body,
and at least a third hollow metallic body solidly joined to the
metal base.
27. The system according to claim 25, wherein the elastic
cushioning apparatus is an elastomeric box comprising at least two
blocks of elastomeric material separated by a metal plate connected
to a metal axis kept in a vertical position with respect to it in
absence of stresses, so that to bind it to the vertical alignment
apparatus.
28. The system according to claim 21, wherein it comprises a
horizontal alignment apparatus of the hooking group connected to
the vertical alignment apparatus and a piston connected to an
elastic cushioning apparatus of the vehicle and equipped with a
plunger to which the vertical alignment apparatus is fixed.
29. The system according to claim 28, wherein the horizontal
alignment apparatus comprises a system of springs operated by at
least one actuator.
30. The system according to claim 21, wherein the first hooking
group and the second hooking group comprise a first and a second
terminal element configured to be complementary locking coupled
comprising a rigid body provided with a first protrusion,
projecting horizontally towards the outside of the first or second
hooking, and a second protrusion projecting horizontally towards
the inside of the first or second hooking group, the first
protrusions having sections complementary said second
protrusion.
31. The system according to claim 30, wherein the first and second
protrusions have the form of a truncated cone.
32. The system according to claim 21, wherein the first hooking
group and the second hooking group comprise at least a first
mechanical device and a second mechanical device having jaws,
configured to close/open in the configuration in which the
protrusions are coupled/decoupled in a complementary manner
depending on an actuating device control.
33. The system according to claim 30, wherein the protrusions
accommodate internally a mobile actuator and a fixed device,
receiving at least one second pneumatic connector for compressed
air, electrical and data transmission connectors.
34. The system according to claim 33, wherein the mobile actuator
ends on at least a first terminal provided with sockets and the
fixed device ends on a second terminal provided with plugs
configured to couple with the sockets so as to realize the
electrical, pneumatic and data connections, the terminals being
able to slide forward depending on the movement of the actuator
when the hooking groups are perfectly aligned.
35. The system according to claim 30, wherein the terminal elements
comprise a screw coupling for the compatibility between the hooking
groups and the wagons of the traditional type with traditional
hooks.
36. The system according to claim 30, wherein the terminal element
comprises at least two twist locking/unlocking lances positioned in
two opposite corners along a diagonal of the front of the terminal
element), and two oval holes at the other two opposite corners
along the other diagonal of the front surface in complementary
positions with respect to the lances.
37. The system according to claim 36, wherein the lances are
connected to rods internally to the terminal element and connected
by metal bars, being configured to rotate independently from each
other of 90.degree. by means of actuators during the coupling of
complementary protrusions of the terminal elements.
38. The system according to claim 21, wherein said at least two
sensors are positioned along one of the diagonals of the rigid body
of the terminal elements.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a National Stage of International
Application No. PCT/IB2016/056612, filed on Nov. 3, 2016, and
published in English as WO 2017/077474 A1 on May 11, 2017. This
application claims priority to Italian Patent Application No.
102015000069652, filed on Nov. 5, 2015. The entire disclosures of
the above applications are incorporated herein by reference.
FIELD
[0002] The present invention relates to a system for automatic
coupling and release of vehicles travelling on the rail
network.
BACKGROUND
[0003] This section provides background information related to the
present disclosure which is not necessarily prior art.
[0004] In particular, the present invention relates to a system for
automatic coupling and release of vehicles travelling on the rail
network, of the type of wagons and rail cars, and traction means
circulating on tracks, either of the traditional type or of the
type defined intelligent in the sense of the term introduced with
reference to the wagons of a rail transport system with automatic
train composition described in the Italian patent No. 0001416154 in
the name of the same Applicant.
[0005] As is known, currently the operation of coupling and
uncoupling between railway wagons is performed by using systems
that require the presence of operators to connect the wagons
between them, both in the traction components and in the brake
components, and also possibly for connections of the electric type.
Such systems are not automatic, but they are subject to the
presence of operators.
[0006] To try to overcome this problem, automatic coupling systems
have similar to those originally designed by Scharfenberg been
developed, but their operation always assumes that one of the two
vehicles is stationary and the other one approaches with extremely
low berthing speed. Therefore they are not suitable to particular
applications, such as the coupling between the moving carriages,
since they have no system to check beforehand in an automatic way
the existence of the coupling conditions.
[0007] Also the way in which some automatic couplers have been
developed makes them unsuitable for goods transport where extremely
high tensile forces are required, generally not enduring stresses
of a certain relevance.
[0008] Finally, current systems are not designed to make frequent
coupling and uncoupling operations, and do not provide that, in
addition to the traction connections, to the pneumatic components
for the braking system and electricity for the services, also
electronic type connections are also present between the systems to
be connected in the coupling phase, to allow the exchange of
information between computer systems located on two vehicles to
attach/detach.
[0009] It isn't also provided a verification remote system to check
the connections, whose certification procedure is always entrusted
to an operator.
[0010] Moreover, the coupling maneuver is not assisted by any
sensor component that guides the phases and the correctness of the
operation. Therefore, these systems do not allow an exchange of
information to occur if computer systems are present in the two
vehicles to engage or disengage, such as those present in the
"intelligent" wagons of the mentioned patent of the same
Applicant.
[0011] Furthermore, with the known systems, the existing
circulating wagons should be standardized with the changing of the
elastic connection system to the other wagons in a convoy.
[0012] A solution to these problems can be found in the patent
DE1131720 which describes the coupling between two hooking groups
of two different vehicles having a vertical alignment
apparatus.
[0013] Anyway, the problem of this solution is that the coupling
can't be performed in an automatic mode.
SUMMARY
[0014] This section provides a general summary of the disclosure,
and is not a comprehensive disclosure of its full scope or all of
its features.
[0015] The object of the present invention is to provide a system
for automatic coupling and release of vehicles travelling on the
rail network that allows to automatically perform the necessary
maneuvers with speed, safety and high reliability also as a result
of the coupling operations and very frequent release, allows the
elasticity between the two vehicles also during acceleration of the
train to which the system is applied and which is easily adapted
also to existing circulating wagons, thus having characteristics
such as to overcome the limits which still affect the previously
described solutions with reference to the known technique.
DRAWINGS
[0016] The drawings described herein are for illustrative purposes
only of selected embodiments and not all possible implementations,
and are not intended to limit the scope of the present
disclosure.
[0017] For a better understanding of the present invention it is
now described a preferred embodiment, purely by way of non-limiting
example, with reference to the accompanying drawings, in which:
[0018] FIG. 1 shows a perspective schematic view of a first
embodiment of a system for automatic coupling and release of
vehicles travelling on the rail network in the engaged
configuration, according to the invention;
[0019] FIG. 2 shows a perspective schematic view of a first
embodiment of a first and second hooking group of the system for
automatic coupling and release of vehicles travelling on the rail
network, according to the invention;
[0020] The FIGS. 3A-3B show schematic perspective views of a first
embodiment of a vertical alignment apparatus of the first and
second hooking group of FIG. 2, according to the invention;
[0021] The FIG. 4A-4B show schematic perspective views of the first
hooking group of FIG. 2, according to the invention;
[0022] FIG. 5 shows a schematic perspective view of the second
hooking group of FIG. 2, according to the invention;
[0023] FIGS. 6A-6B show schematic perspective views of a pair of
terminal elements coupled and decoupled of the hooking groups of
FIG. 2, according to the invention;
[0024] FIG. 7 shows a schematic top view of the first hooking group
of FIG. 2, according to the invention;
[0025] FIG. 8 shows a schematic section view of the second hooking
group of FIG. 2, according to the invention;
[0026] FIG. 9A-9B show schematic views in perspective of plugs or
sockets of the terminals elements of FIG. 6, according to the
invention;
[0027] FIG. 10 shows schematic views of two wagons comprising the
hooking groups of FIG. 2 during the coupling maneuver, according to
the invention;
[0028] FIGS. 11A-11D show schematic views of the coupling steps of
the hooking groups of FIG. 2, according to the invention;
[0029] FIGS. 12A-12C show respectively a schematic top view of a
second embodiment of the system for automatic coupling and release
of vehicles travelling on the rail network, and a three-dimensional
view of an elastomeric box included in the system of FIG. 12A or
12B, according to the invention;
[0030] FIGS. 13A-13B show schematic top views of a third embodiment
of the system for automatic coupling and release of vehicles
travelling on the rail network, according to the invention;
[0031] FIGS. 14A-14B show schematic perspective views of a second
embodiment of the vertical alignment system of the system for
automatic coupling and release of vehicles travelling on the rail
network of FIG. 12 and of FIG. 13, according to the invention;
[0032] FIGS. 15A-15B show respectively a perspective schematic view
of a third embodiment of the vertical alignment system of the
system for automatic coupling and release of vehicles travelling on
the rail network, and front views of its movement in successive
steps, according to the invention;
[0033] FIGS. 16A-16B show a schematic front view and a top view of
a horizontal alignment apparatus of the system for automatic
coupling and release of vehicles travelling on the rail network of
FIG. 13, according to the invention;
[0034] FIGS. 17A-17B show a schematic top view and a schematic
perspective view of a second embodiment of the first hooking group
of the system for automatic coupling and release of vehicles
travelling on the rail network of FIG. 12 and of FIG. 13, according
to the invention;
[0035] FIGS. 18A-18B show a schematic top view and a schematic
perspective view of a second embodiment of the second hooking group
of the system for automatic coupling and release of vehicles
travelling on the rail network of FIG. 12 and of FIG. 13, according
to the invention;
[0036] FIGS. 19A-19D show schematic views of the coupling steps of
the second embodiment of the hooking groups of FIGS. 17 and 18
between them, according to the invention;
[0037] FIGS. 20A-20B and 20C-20D show schematic perspective views
of a first and of a second embodiment of the hooking groups of
terminals elements of FIGS. 17 and 18, according to the
invention;
[0038] FIG. 21 shows a perspective schematic view of a third
embodiment of the first group of the system for automatic coupling
and release of vehicles travelling on the rail network of FIG. 12
and of FIG. 13, according to the invention;
[0039] FIGS. 22A-22D show schematic views of the coupling steps of
the third embodiment of the hooking groups, according to the
invention;
[0040] FIG. 23 shows a three dimensional schematic view of the
third embodiment of the first hooking group coupled to a
conventional coupling system which is fitted to any traditional
railway wagon, according to the invention;
[0041] FIG. 24 shows a schematic top view of the coupling step of
the first hooking group of FIG. 23 with the traditional coupling
system which is fitted to a traditional railway wagon, according to
the invention.
[0042] Corresponding reference numerals indicate corresponding
parts throughout the several views of the drawings.
DETAILED DESCRIPTION
[0043] Example embodiments will now be described more fully with
reference to the accompanying drawings.
[0044] With reference to these figures and, in particular, to FIGS.
1 and 2, a first embodiment of a system for automatic coupling and
release of vehicles travelling on the rail network is shown,
according to the invention. More in detail, the system 100 for
automatic coupling and release of vehicles travelling on the rail
network comprises a first hooking group 10 slidable between two
parallel vertical guides 11 configured to be fixed, for example, on
the end of a first railway wagon, and a second hooking group 50
attachable to the first hooking group 10 and slidable between two
parallel vertical guides 51 configured to be fixed, for example, on
the head of a second carriage or railway wagon to attach to the
first wagon or railway wagon. More particularly, the system 100
includes a vertical alignment apparatus 11a and 51a, whose first
embodiment is shown in FIG. 3, and comprising the two parallel
vertical guides 11, or 51, a first support element 12 of the
hooking group 10, or a second support element 52 of the hooking
group 50, slidable in the vertical direction, respectively, between
the two vertical guides 11 or 51.
[0045] Advantageously according to the invention, as best shown in
FIG. 3A, since the support elements 12 and 52 is able to slide
along the pairs of vertical guides 11, 51, rigidly connected to the
railway wagon crossbar on which the hooking group 10 or 50 is
mounted, it is thus possible for the system 100 offset any
significant elevation differences of hooking group 10 or 50 in the
maneuvers between cars/wagons.
[0046] According to an aspect of the invention, the sliding support
elements 12 and 52 are sliding plates having a surface 12a, 52a
facing towards the railway wagon crossbar on which the hooking
group 10 or 50 is mounted, although it is not in contact with this,
and a surface 12b, 52b internal to the hooking group 10 or 50, the
plates being provided with a central through-hole 12c and 52c for
the passage of pneumatic connections, couplings, electrical and
electronic between the first carriage and the second carriage, as
will be more evident later.
[0047] According to an aspect of the invention, the system 100
comprises at least one rack and pinion motor, not shown in the
figure, configured to drive the up and down sliding of the hooking
group 10 or 50, by means of the sliding support elements 12 and
52.
[0048] Advantageously, according to the invention, the action of
the rack and pinion motor is controlled by the coordination between
computer systems on board of the wagons including the engagement or
release occurs.
[0049] According to an aspect of the invention, the first hooking
group 10 and the second hooking group 50 comprise, on the inner
surface 12b and 52b of the sliding support elements 12 and 52 a
pair of parallel horizontal wings 13 and 53 linked together by a
pin, respectively, 14, 54.
[0050] Advantageously according to the invention, the parallel
horizontal wings 13, 53 and the pin 14, 54 can therefore move with
respect to the connection point between the hooking groups 10, 50
and the respective wagons. All the other elements constituting the
hooking groups 10, 50 are bound to the sliding support elements 12
and 52, to the wings 13, 53 and to the pin 14, 54. The pins 14, 54
also give the rigidity to the whole hooking groups 10, 50 to ensure
to withstand tensile stresses of hooking groups 10, 50.
[0051] FIGS. 4 and 5 show, in detail, that the first hooking group
10 and the second hooking group 50 also comprise an apparatus for
elastic cushioning 15a, 55a consists of a solid body of elastomeric
material 15, 55 interposed between the wings 12, 52 configured to
cushion and dampen the mechanical stresses to which the hooking
assembly 10, 50 is subjected during the maneuvers and the movement
of the carriage on which it is mounted. A containment and support
base 16, 56 of metallic material configured to allow the pin 14, 54
to slide with low friction is positioned attached to said solid
body 15, 55 and forming a single body with it. A hollow body 17, 57
is solidly joined to the pin 14, 54, for example of trapezoidal
shape, having the metallic side walls, for example of steel, and
terminating with a solid anchor to terminal elements 18, 58.
[0052] Advantageously according to the invention, the solid body
15, 55 has the function to dampen and absorb the mutual
displacements between the hooking unit 10, 50 and the corresponding
wagon on which it is installed, during the gear coupling with the
hooking group 50, 10 installed on the wagon.
[0053] Advantageously according to the invention, the first
terminal element 18 and the second terminal element 58 are
configured to be coupled together in a complementary way.
[0054] A first embodiment of the two elements terminals 18 and 58
is shown in a coupled configuration shown in FIG. 6A and in
decoupling configuration shown in FIG. 6B.
[0055] In particular, according to an aspect of the invention, the
first terminal element 18 is substantially constituted by a rigid
body provided with a first protrusion 18a, projecting horizontally
outwards the first hooking group 10, and a second protrusion 18b
protruding horizontally toward the inside of the first hooking
group 10. In a similar manner, the second terminal element 58 of
the second hooking group 50 is substantially constituted by a rigid
body provided with a first protrusion 58a, protruding horizontally
toward the inside of the second hooking group 50, and a second
protrusion 58b projecting horizontally towards the outside of the
second hooking group 50.
[0056] Advantageously according to the invention, the protrusions
18a and 18b, 58a and 58b have sections such that the protrusion 18a
is complementary to the protrusion 58a and the protrusion 18b is
complementary to the protrusion 58b. In fact, the protrusion 18a is
configured to be wedged inside the protrusion 58a and the
protrusion 58b is configured to be wedged inside the protrusion
18b. In this way, advantageously according to the invention, the
engagement of the two hooking assemblies 10, 50 can be
achieved.
[0057] According to an aspect of the invention, the first and the
second element terminal 18 and 58 are metallic and have an outer
surface 18c, 58c, more or less thick, made of an elastomeric
material adapted to absorb the shocks during the coupling maneuvers
between wagons.
[0058] According to another aspect of the invention, the first and
the second element terminal 18 and 58 have realized with any other
material having characteristics of high resistance and low
friction, such the penetration of the wedge-shaped protrusions is
facilitated during the fastening operation between the wagons which
must be hooked.
[0059] According to another aspect of the invention, by way of
example, the first and the second protrusion 18a and 18b, 58a and
58b have the shape of a truncated cone.
[0060] According to other aspects of the invention, the first and
the second protrusion 18a and 18b, 58a and 58b have shape
alternative to that of a truncated cone.
[0061] According to another aspect of the invention, each hooking
group 10 and 50 includes, in the vicinity of the four corners of
the rigid bodies 18 and 58, sensors 19 and 20, 59 and 60, logically
coupled two by two redundantly along one of the diagonals of the
rigid body 18, 58 and configured to crossing detect during coupling
operations between wagons, the relative positioning of the bodies
18 and 58, instant by instant, with determination of the horizontal
and vertical distances and the range of variation of these
distances. More in detail, it is necessary that the hooking group
10 includes at least two efficiently functioning sensors 19 or 20
and that the hooking group 50 includes the corresponding two
sensors 59 or 60 functioning in an efficient manner.
[0062] Advantageously according to the invention, the sensors 19 or
20 present on the rigid body 18 of the first hooking group 10
mounted on the first carriage can query or be interrogated by the
sensors 59 or 60 present on the rigid body 58 of the second hooking
group 50 mounted on the second carriage, through a dialogue between
the computer systems on board of the wagons including to be coupled
and decoupled. The two cross sensors 19 or 20, as well as the two
cross sensors 59 or 60, are configured to detect both the distance
of the hooking groups 10, 50 between them and the alignment of the
hooking groups 10, 50 between them both in the horizontal direction
and in the vertical direction.
[0063] Advantageously according to the invention, each hooking
group 10, 50 requires at least one sensor for detecting the
distance and the relative speed between the two wagons to be
hooked, at least two diagonally sensors for detecting the
horizontal oscillation and the vertical position of the same
hooking groups. In this way, the computer systems on the two wagons
can handle, on the basis of the information received from the
sensors, the speed, the height and the verification of the
oscillations of the hooking groups in such a way that the coupling
is possible in the correct manner.
[0064] Moreover, advantageously according to the invention, the
first hooking group 10 comprises a first mechanical lock/unlock
device having jaws 21 and the second hooking group 50 comprises a
second mechanical lock/unlock device having jaws 61, both
configured to ensure fastening and prevent the detachment of the
first and second hooking groups 10 and 50 when positioned in
alignment with each other and with the protrusions 18a and 58b
respectively in the wedged protrusions 58a and 18b. The coupling
configuration of the system 100 shown in FIG. 1 corresponds to the
configuration in which the two wagons to hook cannot be detached
from each other, if not behind the arrival of a request for
execution of a maneuver of disconnection between the two wagons
themselves.
[0065] Advantageously according to the invention, the jaws of the
locking/unlocking mechanical devices with jaws 21 and 61 are
configured to automatically close following the completion of the
approach maneuver between wagons to hook and after that the
complementary protrusions, 18a, 18b and 58a, 58b are coupled
together, as already described above.
[0066] Advantageously according to the invention, the groups 10 and
50 each comprises an actuator device, not shown in the figure,
configured to open and close the jaws of the mechanical devices
with jaws 21 and 61. By way of example, the actuator device can be,
in the coupling phase, a spring mechanism that, snapping on the
sensor signal, closes the jaws and, in the release phase, an
electric motor or any other suitable actuation device that
recharges the spring device to prepare the groups 10 and 50 for a
new engagement.
[0067] Advantageously according to the invention, as shown in FIGS.
7 and 8, the protrusions 18a and 18b, 58a and 58b of the terminal
elements 18 and 58 are respectively configured to house internally
equal mobile actuators 22a and 62a, for example bellows actuators,
and a fixed device 22b and 62b, respectively receiving the
connectors 23a and 23b, 63a and 63b coming respectively from the
holes 12c and 52c and comprising pneumatic, electrical and
electronic, for example electric cables, data transmission
connections and tubes for air compressed, which enable the
connection between the first carriage on which is installed the
first hooking group 10 and the second carriage on which the second
hooking group 50. In particular, the movable actuators 22a and 62a
terminate, internally to the protrusions 18a and 58a, on equal
terminals 24a or 64a, of which, by way of example, the terminal 24a
is shown in FIG. 9A. Similarly, the fixed devices 22b and 62b
terminate, internally to the protrusions 18b and 58b, on equal
terminals 24b or 64b, of which, by way of example, the terminal 64b
is shown in FIG. 9B. The terminal 24a is provided with sockets
matching corresponding plugs present on the terminal 64b for the
electric power connections, and compressed air and data
connections. Similarly, the terminal 24b is provided with plugs
adapted to be housed in corresponding sockets 64a on the terminal
for the same connections of the electrical energy, compressed air
and data connections.
[0068] Advantageously according to the invention, the terminals 24a
and 64a similarly can slide forward, thanks to the movement of the
actuator 22a and 62a, after the occurred alignment of the hooking
groups 10 and 50, on signal of the sensors 19, 20 and 59, 60, after
the interlocking protrusions of rigid bodies 18 and 58 as described
above and after the shooting lock of the jaws. In this way, once
the mechanical coupling occurred between the hooking groups 10 and
50 has occured, the electric, electronic and pneumatic coupling is
provided. More particularly, according to an aspect of the
invention, the terminal 24a (similar configuration is that of the
terminal 64a) has a first socket 24aa through which the cables of
the electrical energy pass, a second and third socket 24ab and 24ac
through which the compressed air pipes for the pneumatic connection
of the first carriage with the second carriage pass, for actuating
the brake system, and a fourth socket 24ad, for example a socket of
increased data type, for the passage of data connection cables.
Similarly, by way of example, the terminal 24b (analogous
configuration is that one of the terminal 64b) includes plugs
suitable to be housed in the corresponding sockets of the terminal
24a (or 64a if we speak of the terminal 64). As shown in FIG. 9B,
the terminal 24b has a first plug through which pass the cables of
the electrical energy, a second and third plug 24bb and 24bc
through which the compressed air lines for the pneumatic connection
of the first carriage with the second carriage pass, for actuating
the brake system, and a fourth plug 24bd, for example an increased
data type plug, for the passage of data connection cables. The
plugs present on the terminal 24b and 64b are complementary to the
sockets 24a and 64a on the terminal, so as to realize the
electrical connections, electronic and tires between the two
wagons, once the movable actuator 22a or 62a has completed the
insertion in the fixed device 22b or 62b.
[0069] Moreover, advantageously according to the invention, as
shown in FIGS. 3-5, the vertical guides 11 and 51 each comprise at
least one camera 25a, 25b and 65a, 65b. More particularly,
according to an aspect of the invention, the left vertical guide
11, 51 has a camera 25a, 65a fixed to its upper end and the right
vertical guide 11, 51 presents a camera 25b, 65b fixed to its lower
end.
[0070] Advantageously according to the invention, at least a pair
of cameras 25a or 65a, and 25b or 65b comprised in the hooking
group 10, 50 is necessary to allow the assigned operator, as
specified below, to certify that they are locked on the basis of
the images detected by these cameras, which can also be stored on
the computer system where the operator works.
[0071] In use, during coupling operations, the carriage which
carries the fastening operation is to approach the wagon to be
hooked, whether it has stopped in a fixed position or is in
movement, for example in the queue to a moving convoy. Then the
terms of engagement can be checked through sensors and information
from this platform in the station or on the locomotive. In the
moment in which the signals relating to the distance between the
wagons, the speed, the horizontal and vertical alignment of the
hooking groups, and other useful parameters, from sensors are such
that the computer platform of the wagon can order this engagement,
the terminals of the coupling groups are prepared in order to
install the additional protrusions. If, as shown in FIG. 10, the
terminals 18 and 58 are misaligned because there is a difference in
height between the wagons, the actuator not shown in the figure
allows movement in the vertical of one or the sliding plate 12 or
52 of the first or the second hooking groups 10 or 50 until the
pins 18 and 58 find themselves aligned. Just such an alignment has
occurred, the coupling is realized between the complementary
protrusions of the terminals 18 and 58. At this point, the jaws are
closed and the bellows actuator continues forward within the
protrusions so as to enable the connection of electrical,
compressed air and data cables. In particular, the 11A-11D figures
show the phases of coupling of the terminals 18 and 58: 1)
alignment; 2) interlocking of complementary protrusions; 3) closing
of the jaws of the jaw locking devices; 4) physical connection of
pneumatic tubes, and electrical and electronic cables. It is,
therefore, the wagon signal locked is given to the control panel.
Finally, the completion of the coupling maneuver, filmed by cameras
25a, 25b, 65a, 65b, the images that frame each hooked jaw, can be
transmitted to a monitor that can be expected on the cab of the
tractor in which the driver, visually verified perfect coupling
maneuver occurred, may confirm, in a manner provided for in the
management information system present on the tractor, the
transaction is fair, certifying the engagement itself. In the case
of hooks between wagons for the composition of a train in the
orderly formation of a peripheral system, such as the present
system at a station already described in the above patent of the
same Applicant, the images can be transmitted to this system where
an attendant operator can confirm certifying that they are locked.
The images of the coupling can, then, be stored on the system to
which the certification of coupling is entrusted (eg. Of the
tractor vehicle, of the station, etc.).
[0072] In the release operations, after verification that the wagon
has a self-control, the pneumatic, electrical and electronic
systems are disconnected, and, subsequently, the mechanical locks
jaw are released. Once you have verified the success of the
operation release, the carriages are removed.
[0073] Advantageously according to the invention, the
engagement/release phases can take place by making use of
"intelligent" cars of an "intelligent" railway train. In
particular, for "intelligent" cars the Applicant means the wagons
carriages of a rail transport system with automatic train
composition described in the above mentioned patent already issued
to the Applicant.
[0074] Advantageously according to the invention, the coupling can
take place both with a convoy already equipped with traction unit,
both with a convoy in the formation in which the functions normally
operated from the tractor unit are assumed by a "master" wagon or
by a system at the station, either to another isolated carriage
with which a new convoy will begin to form (in this case the wagon
to which is hooked the wagon will be the "master"). In the
following functions of the drive, the "master" wagon or the system
at the station will be indicated only as "driving". By way of
example, relatively to the docking maneuvers disclosed in the
previous patent to achieve such automatic composition of a train,
the sequence of the above operations starts by a request made to an
isolated wagon to perform the fastening operation to another wagon
of a convoy in the composition. The carriage starts in the required
direction and activates the sensors present in the first hooking
group looking for the corresponding sensors of the second hooking
group of the other wagon, identifying them with the sensor codes
that were transmitted, for example by tracing with transponder. The
carriage to which it will have to hook will alert and adjusts
itself to engaging, accepting the same docking operation. During
the approach the information provided by the sensor pairs on the
two carriages are used by the management system of the wagon to
hook to determine the distances between the wagons and the approach
speed. In the vicinity of the contact, always through the sensors
the existence of the minimum alignment between the terminals with
protrusions will be determined verifying the relative positions of
the two apparatuses either horizontally or vertically, watching in
the approaching time the maximum deviations in the two directions
and, if necessary, it may be provided for the possibility to
operate an optimal alignment of the terminals with protrusions also
by means of the actuators. Once the alignment positive
verification, the approach maneuver is authorized and also the
insertion of protrusions in the complementary ones. After the
mechanical action of the thrust given by the insertion of
protrusions in the complementary ones, the release mechanism that
automatically closes the two jaw elements which can lock the seats
rigid bodies on the two wagons to be hooked can be activated. When
the lock of the jaws is occurred, a control system may enable the
insertion of the pneumatic fittings of the braking system, the
electrical and electronic connections, for example by means of the
actuator which acts on the terminal. Once the perfect execution of
the operation and efficiency of all connections (mechanical,
pneumatic, electrical, electronic) is verified, the hooked wagon
switches the management of the hooked wagon from isolated to
hooked, and passes control of the wagon management to drive the
convoy. The operator responsible for the certification of
engagement will formally confirm the completion of the transaction
after it, warned by appropriate screen message, will have viewed
the images of surveillance cameras. The same images will be
properly stored for future views for inspection and controls with
indications of date, time, wagons concerned operator who confirmed
the operation.
[0075] For the release operations starting with the order
transmitted from the tractor to the two wagons that must come off,
to perform the sequence of operations which will lead to the
separation of the wagons. The wagon separating from the convoy asks
for confirmation of the release to the wagon from which it has to
disengage by means of the sensors verify of the identity of the
wagons. Once the confirmation is obtained, the wagon to release
will acquire the self-control of the wagon activating the switching
of the control of the wagon from hooked to blocked. Both wagons
will activate the actuators to disconnect the pneumatic, electrical
and electronic connections. Upon completion of this operation
confirmed from one wagon, it will proceed to operate the actuators
to open the jaw elements to block the wagons. This operation will
also charge the mechanical elements to allow a subsequent maneuver
of engagement.
[0076] FIG. 12 shows a second embodiment of the system for
automatic coupling and release of vehicles travelling on the rail
network, according to the invention. More in detail, the second
embodiment of the system 200 for automatic coupling and release of
vehicles travelling on the rail network, shown in FIG. 12A for the
portion relating to a first circulating vehicle 70, such as a
railway wagon devoid of buffers, comprises a first hooking group
210, a vertical alignment apparatus 211 to which the first hooking
group 210 is connected, and an apparatus for elastic cushioning 215
to which is connected the vertical alignment apparatus 211. A
second hooking group 250 of the system 200 connected to a second
circulating vehicle 80, shown in FIG. 12B, will have the same
configuration as the first hooking group 210.
[0077] Advantageously according to the invention, the elastic
cushioning apparatus 215, shown more in detail in FIG. 12C and
similar to the elastic cushioning apparatus 255 of the second
hooking group 250 is an elastomeric box. The elastomeric box is a
metal box inside which are contained two elastomeric material
blocks 215a and 215b separated by a metal plate 215c, which, if
stressed in tension or compression, transmits the effort to the
elastomeric material. The metal plate 215c is connected to a metal
axis 215d, kept in a vertical position with respect to it in the
situation of absence of stresses, which binds to the vertical
alignment apparatus 211.
[0078] The FIGS. 13A and 13B show a third embodiment of the system
300 for automatic coupling and release of vehicles travelling on
the rail network, respectively for the portions relating to a first
circulating vehicle 90a and to a second circulating vehicle 90b,
for example, railway wagons with buffers 91a and 91b. The system
300 of FIG. 13A comprises a first hooking group 310, a vertical
alignment apparatus 311 to which the first hooking group 300 is
connected, an horizontal alignment apparatus 313, to which the
vertical alignment apparatus 311 is connected, and a piston 314. In
this case, the circulating medium 90a also includes an apparatus
for elastic cushioning 95a to which the piston 314 of the system
300 is connected.
[0079] A second hooking group 350 of the system 300 connected to a
second circulating vehicle 90b, shown in FIG. 13B, will have the
same configuration as the first hooking group 310.
[0080] The second and the third embodiment 200 and 300 comprise a
second embodiment of the vertical alignment apparatus. In
particular, the vertical alignment apparatus 211, shown in FIG. 14,
but the same description applies equally for the apparatus 251,
311, 351, 211a, includes a pair of vertical guides between which is
slidable a support element, or plate, 211b to which the hooking
group 200 is bound. Thanks to the vertical alignment apparatus 211
and 251 for the system 200 and, also, thanks to the apparatus 311
and 351 for the system 300, it is possible to compensate for any
significant elevation differences the hooking group 210, or 250, or
310, or 350, during the maneuvers between cars/wagons.
[0081] More particularly, while the vertical guides of the
apparatus of a vertical alignment 211, 251, 311, 351 are
respectively fixed to hooking groups 210, 250, 310, 350, the
sliding support element is fixed to the apparatus of elastic
cushioning 215 or 251, in the case of the vertical alignment
apparatus 211 or 251, while it is fixed to the bar which comes from
the piston 314 or 354, in the case of the vertical alignment
apparatus 311 or 351. FIG. 14A shows, in particular, the sliding
support element 211b in up sliding configuration and FIG. 14B shows
the sliding support element 211b in down sliding configuration,
allowing slippage up and down of the hooking group 210 fixed to the
sliding support element 211b. The same can be applied mutatis
mutandis to the vertical alignment apparatus 251, 311, 351.
[0082] According to a third embodiment, as shown in FIG. 15, the
vertical alignment apparatus 211, and similarly 251, 311 and 351,
is made as a double pendulum. In particular, with reference to the
apparatus 211 by way of example, but also valid for the apparatus
251, 311, 351 with suitable modified reference numerals, the
apparatus 211 comprises a first flat element 211aa configured to be
hooked to the hooking group 210 and a second flat element 211aab
configured to be coupled to the elastic cushioning apparatus 215.
Each flat element 211aa and 211aab is internally provided with
upper coupling elements 211ab, at least four, between which upper
rods 216a are rotatably connected, and lower coupling elements
211ac, at least four, between lower rods 216b are connected in
rotary manner. As shown in FIG. 15B, during the phase of hooking of
the hooking groups of two circulating vehicles between them, the
upper rods 216a and lower rods 216b pass, rotating around the upper
coupling elements 211ab and lower coupling elements 211ac, from a
horizontal position (FIG. 15BA) to an oblique position (FIG. 15BB)
by counterclockwise rotation, then again to the horizontal position
(FIG. 15BC), finally to an oblique position by clockwise rotation
(FIG. 15BD). Substantially, through the double pendulum mechanism,
the apparatus 211 hooked to a hooking group allows a continuous
adjustment of the vertical alignment between the hooking groups of
the two hooked rail vehicles.
[0083] In FIG. 16 an embodiment of the horizontal alignment
apparatus 313 of the system 300 is shown in front view and plan
view. This type of mechanism allows to make align the first hooking
group 310 of a wagon 90a on the second hooking group 350 of another
wagon 90b during the coupling phase, because, using the elastic
cushioning apparatuses 95a and 95b, already existing on the wagons,
normally connected to a connection rigid bar (see FIG. 16B)
rotating on a hub to allow freedom of horizontal movement to adapt
to the operating conditions in the movement of the wagons, for
example when cornering, or when exchanges switching, and which does
not ensure by itself a horizontal alignment of the bar to align the
hooking group to that of another wagon during the hooking phase.
The system of springs 313a, also operated by an actuator, not shown
in the figure, allows a correct positioning of the hooking group in
the various operating conditions, and made the alignment between
different hooking groups. Furthermore, the same hooking group is
usually in withdrawn position with respect to the projection of the
buffers 91a, which makes the piston 314 having the plunger 314a
necessary connected to the vertical alignment apparatus 311 and
inserted in a tow connection bar docked at the 96a articulated
joint, to allow, during the coupling phase, the going out of the
first hooking group to allow either the block between the hooking
groups of the wagons, and then retreating with appropriate force,
to tighten the wagons compressing the buffers 91a to ensure a
complete docking maneuver.
[0084] FIG. 17 shows an embodiment of the first hooking group 210.
In particular, according to an aspect of the invention, the first
hooking group 210 comprises a first terminal element 218
substantially constituted by a rigid body provided with a first
protrusion 218a, projecting horizontally towards the outside of the
first hooking group 210, and a second protrusion 218b projecting
horizontally towards the inside of the first group hooking 210. In
a similar manner, the second hooking group 250 of a second rail
vehicle, shown in FIG. 18, includes a terminal element 258
substantially constituted by a rigid body provided with a first
protrusion 258a, projecting horizontally towards the inside of the
second hooking group 250, and a second protrusion 258b projecting
horizontally outwards of the second hooking group 250.
[0085] Advantageously according to the invention, the protrusions
218a and 218b, 258a and 258b have sections such that the protrusion
218a is complementary to the protrusion 258a and the protrusion
218b is complementary to the protrusion 258b. In fact, the
protrusion 218a is configured to be wedged inside the protrusion
258a and the protrusion 258b is configured to be wedged inside the
protrusion 218b. In this way, advantageously according to the
invention, the hooking of the two hooking groups 210 and 250
between them can be realized.
[0086] According to another aspect of the invention, the first and
the second terminal element 218 and 258 are realized with any
material having characteristics of high resistance and low
friction, such that penetration of the wedge-shaped protrusions
during the fastening operation between the wagons that must be
secured is facilitated.
[0087] According to another aspect of the invention, by way of
example, the first and the second protrusion 218a and 218b, 258a
and 258b have the shape of a truncated cone.
[0088] According to other aspects of the invention, the first and
the second protrusion 218a and 218b, 258a and 258b they have
alternative forms to that of a truncated cone.
[0089] The description relating to FIGS. 17 and 18 can be
considered valid, mutatis mutandis, with reference to hooking
groups 310 and 350.
[0090] Also the hooking groups of the second and third embodiment
200 and 300 of the system include sensors, not shown in the figure,
configured to detect, during coupling operations between wagons,
the relative positioning of the groups between their hooking
instant by instant, with determination of the horizontal and
vertical distances and the range of variation of these
distances.
[0091] According to an aspect of the invention, alternative sensor
systems (eg. image processing) to determine the distance and speed
can be used alternately.
[0092] Moreover, advantageously according to the invention, the
first hooking group 210 comprises a first mechanical device with
jaws 221 and the second hooking group 250 comprises a second
mechanical locking/unlocking device with jaws 261, both configured
to ensure fastening and prevent the detachment of the first and
second hooking 210 and 250, when positioned in alignment with each
other and with the protrusions 218a and 258b respectively in the
wedged protrusions 258a and 218b.
[0093] The coupling phases of the two hooking groups 210 and 250
are shown in FIG. 19.
[0094] Advantageously according to the invention, the jaws of the
mechanical locking/unlocking devices with jaws 221 and 261 devices
are configured to automatically close due to the completion of the
approach maneuver between wagons to hook and after that the
complementary protrusions, 218a, 218b and 258a, 258b are coupled to
each other, as already described above.
[0095] Advantageously according to the invention, the groups 210
and 250 each comprise an actuator device, not shown in the figure,
configured to open and close the jaws of the mechanical
locking/unlocking devices with jaws 221 and 261. By way of example,
the actuator device can be, in the coupling phase, a pneumatic
mechanism which, when operated on command of the computer system
present on the wagon and on the sensor signal, closes the jaws and,
in the release phase, with the same mode makes open the jaws. The
actuation mechanism can be realized in different ways, for example
with a hydraulic system, with an electric motor or any other
actuator device suitable to lock the groups 210 and 250.
[0096] Advantageously according to the invention, as shown in FIGS.
17 and 18, the protrusions 218a and 218b, 258a and 258b of the
terminal elements 218 and 258 are configured to respectively
accommodate internally equal mobile actuators 222a and 262a, for
example bellows actuators, and a fixed device 222b and 262b,
respectively receiving fittings comprising pneumatic, electrical
and electronic, for example electric cables, data transmission
connections and tubes for compressed air, which allow the
connection between the first wagon on which the first hooking group
210 is installed and the second wagon on which the second hooking
group 250 is installed. In particular, as best shown in FIG. 20,
the movable actuators 222a and 262a end, internally to the
protrusions 218a and 258a, on a male terminal 224a or 264a equal
each other. Similarly, the fixed devices 222b and 262b end,
internally the protrusions 218b and 258b, on a female terminal 224b
and 264b equal to each other. The terminal 224a is provided with
matching sockets corresponding to the housing of the plugs on the
terminal 264b for the electricity connections, compressed air and
data connections. Similarly, the terminal 224b is provided with
plugs adapted to be housed in corresponding sockets on the terminal
264a for the same connections of the electrical energy, compressed
air and data.
[0097] Advantageously according to the invention, the terminals
224a and similarly 264a may scroll forward, thanks to the movement
of the actuator 222a and 262a, after the actual occurrence of the
alignment of hooking groups 210 and 250, after the interlocking of
the protrusions of rigid bodies 218 and 258, as described above and
after the closing of the jaws. In this way, once the mechanical
coupling occurred between the hooking groups 210 and 250, the
electric, electronic and pneumatic coupling is provided.
[0098] More particularly, according to an aspect of the invention,
as shown in FIG. 20A and 20B, the terminal 224a (similar
configuration is that one of the terminal 264a) has a first socket
224aa through which the cables of the electrical energy pass, a
second socket 224ab to which the compressed air pipes for the
pneumatic connection of the first wagon with the second wagon are
connected, for actuating the brake system, and a third socket
224ac, such as a socket of increased data type, for the passage of
cables data connection. Similarly, by way of example, the terminal
264b (similar configuration is that one of the terminal 224b)
includes pins suitable to be housed in the corresponding sockets of
the terminal 224a (or 264a in the case of the terminal 224b). The
terminal 264b has a first plug 264ba through which the cables of
the electrical energy pass, a second plug 264bb through which the
compressed air pipes pass for the pneumatic connection of the first
wagon with the second wagon, for actuating the brake system, and a
third plug 264bc, for example an increased data type plug, for the
passage of data connection cables. The plugs present on terminal
224b and 264b are complementary to the sockets on the terminal 224a
and 264a, so as to realize, once the movable actuator 222a or 262a
has completed the insertion in the fixed device 222b or 262b, the
electrical, electronic and pneumatic connections between the two
wagons.
[0099] According to an aspect of the invention, as shown in FIG.
20C and 20D, the terminals 224a, 264a, 224b, 264b may not include
the electrical connection that can be placed on the front face of
the hooking group in seats 264c. In both cases, as shown in FIG.
20A and 20B, the passage of current can only be powered in hooking
groups after the correct physical engagement of the hooking groups
has taken place, in order to avoid the arising of sparks.
Advantageously according to the invention, the terminal elements
218, 258 may include a screw coupling 270 for the compatibility
between the hooking groups 210, 250 and of the traditional type
wagons with conventional hooks. The same can be said with reference
to hooking groups 310 and 350.
[0100] FIG. 21 shows, by way of example, a second embodiment of a
terminal element 218' of a first hooking group 210 of the system
200. The same type of embodiment also applies to hooking groups
250, 310 and 350 described above. The terminal element 218'
comprises, in addition to all other components already described in
the case of the terminal elements 218 with jaws, a different twist
latching mechanism 221', alternative to the hooking jaws, with a
second terminal element 258' shown in FIG. 22. In particular, the
terminal element 218' has two lances 218'c, of the type of twist
lock used for anchoring normal containers, positioned in two
opposite corners along a diagonal of the front surface of 218'd of
the terminal element 218', and two oval holes 218'e at the other
two opposite corners along the other diagonal of the front surface
218'd. The lances 218'c are connected to rods 218'f internal to the
terminal element 218' and are free to rotate of 90.degree. by means
of pneumatic or hydraulic actuators 218'g, or electrical or other,
independently one from the other or, alternatively, depending each
other being connected by metal bars 218'h that allow a synchronous
movement, by acting on the rods 218'f and causing rotation of the
lances 218'c in the step of coupling complementary protrusions of
two terminal elements of two hooking groups and the consequent
lock, as best shown in FIG. 22. A terminal element 258' will
present, in fact, the holes 258'e in complementary positions with
respect to the lances 218'c so that the lances 218' enter into the
holes 258'e and rotating block the two terminal elements 218' and
258'. In the release phase the rotation will occur in the reverse
direction allowing the escape of the lance from the hole.
[0101] FIG. 22 shows the connection and disconnection phases of the
two terminal elements 218' and 258'. FIG. 22A represents the two
terminal elements 218' and 258' yet detached, in the approach
phase. FIG. 22B represents the step of coupling the terminal
elements 218' and 258'. FIG. 22C represents the phase of twist
hooking the terminal elements 218' and 258'. FIG. 22D represents
the phase of the electric type connections, data and pneumatic
connections.
[0102] For greater clarity, the FIGS. 23 and 24 show, by way of
example, the first hooking group 218' of FIG. 21 coupled to a
conventional coupling system, or tow rod 96a which is fitted to any
traditional railway wagon 90a, for coupling to another wagon
90b.
[0103] Moreover, advantageously according to the invention, the
systems 200 and 300 each comprise at least one camera or at least
one pair of cameras, positioned so as to view the connection
elements, necessary to enable the attendant operator, as specified
below, to certify that they are locked on the basis of images
detected by these cameras, which can also be stored on the computer
system where the clerk operates.
[0104] In use, during coupling operations, the wagon which carries
the fastening operation is to approach the wagon to be hooked,
either it has stopped in a fixed position or it is in movement, for
example in the queue of a moving convoy. Then the terms of
engagement can be checked through sensors and information from this
platform in the station or on the locomotive. In the moment in
which the signals relating to the distance between the wagons, the
speed, the horizontal and vertical alignment of the hooking groups,
and other useful parameters, from sensors are such that the
computer platform of the wagon can order this engagement, the
terminals of the hooking groups are prepared in order to install
the additional protrusions. Once the alignment occurred, the
coupling is realized between the complementary protrusions of the
terminals. At this point, or the jaws are closed and the actuator
bellows continues forward within the protrusions so as to allow the
connection of electrical cables, compressed air and data, or puts
into operation the twist mechanism and then the connections are
made.
[0105] In the case of systems of the type 300, the piston 314 first
pushes forward the hooking group 310, and based on the jaws or
twist lock, it retracts so as to create compression between the
buffers 91a during the wagons race.
[0106] It is, therefore, the signal of wagon locked is given to the
control panel. Finally, at the completion of the docking maneuver,
caught on camera, images that frame each jaw docked or launches
twist rotated, can be transmitted to a monitor that can be expected
on the cab of the tractor in which the driver, having visually
checked for perfect maneuver of the hooking, may confirm, in a
manner provided for in the management information system present on
the tractor, that the operation is fair, certifying the engagement
itself.
[0107] In the release operations, after verification that the wagon
has a self-control, pneumatic, electrical and electronic systems
are disconnected, and, subsequently, the jaw or twist mechanical
can be released. After the verification of the successful release
operation, the wagons are removed.
[0108] Therefore, the three embodiments of the system 100, 200 and
300 can be used both with traditional carts that with "intelligent"
wagons and allow advantageously to control, thanks also to the
system of sensors, cameras and computer to support, the hooking and
the perfect alignment on the move, as well as the release of the
hooking groups of wagons.
[0109] Therefore, the system for automatic coupling and release of
vehicles travelling on the rail network according to the invention
allows to automatically perform the necessary maneuvers with speed,
safety and high reliability also as a result of the coupling
operations and very frequent release.
[0110] Another advantage of the system for automatic coupling and
release of vehicles travelling on the rail network according to the
invention is to ensure the elasticity of movement between the
circulating means coupled both in compression and in traction.
[0111] A further advantage of the system for automatic coupling and
release of vehicles travelling on the rail network according to the
invention is to guarantee the vertical and horizontal alignment
between the circulating vehicles coupled both stationary and in
stroke.
[0112] Finally, the system for automatic coupling and release of
vehicles travelling on the rail network according to the invention
is facilitated enabler of rail transport.
[0113] Finally it is clear that the system for automatic coupling
and release of vehicles travelling on the rail network here
described and illustrated can be subject to modifications and
variations without thereby departing from the protective scope of
the present invention, as defined in the appended claims.
[0114] The foregoing description of the embodiments has been
provided for purposes of illustration and description. It is not
intended to be exhaustive or to limit the disclosure. Individual
elements or features of a particular embodiment are generally not
limited to that particular embodiment, but, where applicable, are
interchangeable and can be used in a selected embodiment, even if
not specifically shown or described. The same may also be varied in
many ways. Such variations are to be regarded as a departure from
the disclosure, and all such modifications are intended to be
included within the scope of the disclosure.
* * * * *