EA034828B1 - SYSTEM OF AUTOMATIC COUPLING AND DISCONNECTION OF WAGONS MOVING ON THE RAILWAY NETWORK - Google Patents

Abstract

System (100, 200, 300) for automatic coupling and release of at least a first vehicle (70, 80) and of a second vehicle (90a, 90b) travelling on the railway network comprising at least a first hooking group (10, 210, 310) of the first vehicle (70, 80) and at least a second hooking group (50, 250, 350) of the second vehicle (90a, 90b), comprising at least one vertical alignment apparatus (11a, 51a, 211; 251, 311, 351) for vertical alignment of the at least one first and at least a second hooking group (10, 210, 250; 50, 310, 350), the first and at least the second hooking group (10, 210, 250; 50, 310, 350) being configured to be coupled and released each other by means of complementary interlocking coupling means (18; 58; 218, 258; 318, 358) under the control of an informatic system present on each vehicle (70, 80, 90a, 90b).

Description

The present invention relates to a system for automatically coupling and uncoupling cars moving along a railway network.

In particular, the present invention relates to a system for automatically coupling and uncoupling wagons moving along the railway network and related to the type of wagons and freight wagons and traction means moving along the rail track, both of the traditional type and of the type defined as intelligent in the sense of a term entered by reference to railroad cars of a railway transport system with automatic train formation described in Italian Patent No. 0001416154, issued in the name of the same Applicant.

As you know, at present, the operation of coupling and uncoupling railway cars is carried out using systems that require the presence of operators to connect the cars to each other, both in the traction components and in the components of the brake system, as well as, possibly, in electrical connections. These systems are not automatic and require the presence of operators.

In an attempt to overcome this difficulty, automatic coupler systems similar to those originally designed by Scharfenberg were developed, but the principle of their operation always assumes that one of the two cars is stationary and the other approaches with an extremely low arrival speed. Therefore, they are not suitable for such private applications, such as hitching moving wagons, since they do not contain a system for automatically checking in advance for conditions for hitching.

In addition, the method by which some automatic couplers were developed makes them unsuitable for transporting goods, which require extremely high tensile forces, since they usually do not withstand stresses of a certain value.

Finally, modern systems are not designed for quick coupling and uncoupling operations and do not ensure that, in addition to traction connections, among the systems to be connected at the coupling stage, there are also pneumatic components of the brake system, electrical connections to provide technical equipment, and also electronic-type connections, providing the ability to exchange information between computer systems located in two cars to be coupled / uncoupled.

Also, a remote monitoring system is not provided for checking connections, the authentication procedure of which is always entrusted to the operator.

Moreover, no component in the form of a sensor is involved in the coupling maneuver, directing the steps and controlling the correctness of the operation. Consequently, these systems do not allow the exchange of information when computer systems such as those present in smart cars according to the aforementioned patent of the same Applicant are present in two cars to be coupled or uncoupled.

In addition, taking into account the known systems, existing cars in circulation should be standardized in accordance with changes in the system of elastic joints with other cars in the train.

A solution to these problems can be found in DE1131720, which describes the hitch between two coupling groups of two different cars having a vertical alignment device.

In any case, the problem with this solution is that the coupling cannot be performed automatically.

The aim of the present invention is to provide a system for the automatic coupling and uncoupling of cars moving along the railway network, which enables automatic maneuvers to be performed at high speed, safety and reliability, also as a result of coupling operations and extremely quick uncoupling, providing elasticity between the two cars also during train acceleration , in which this system is used, and which is easily adaptable also to existing wagons in use and, thus, having features for overcoming the limitations still affecting the previously described solutions, relating to the known technique.

In accordance with the present invention, there is provided a system for automatically coupling and uncoupling cars moving along a railway network in accordance with claim 1.

For a better understanding of the present invention, solely as a non-limiting example, a preferred embodiment will be described with reference to the accompanying drawings, in which:

in FIG. 1 is a schematic perspective view of a first embodiment of an automatic coupling and uncoupling system for wagons moving along a railway network in an interlocked configuration in accordance with the present invention;

in FIG. 2 is a schematic perspective view of a first embodiment of the first and second coupling groups of an automatic coupling and uncoupling system for wagons traveling along a railway network in accordance with the present invention;

- 1,034,828 in FIG. 3A, 3B are schematic perspective views of a first embodiment of a vertical alignment apparatus of the first and second coupling groups shown in FIG. 2, in accordance with the present invention;

in FIG. 4A, 4B are schematic perspective views of a first coupling group shown in FIG. 2, in accordance with the present invention;

in FIG. 5 is a schematic perspective view of a second coupling group shown in FIG. 2, in accordance with the present invention;

in FIG. 6A, 6B are schematic perspective views of a pair of terminal elements connected and disconnected from the coupling groups shown in FIG. 2, in accordance with the present invention;

in FIG. 7 is a schematic top view of the first coupling group shown in FIG. 2, in accordance with the present invention;

in FIG. 8 is a schematic sectional view of a second coupling group shown in FIG. 2, in accordance with the present invention;

in FIG. 9A, 9B are schematic perspective views of plugs or sockets of terminal elements shown in FIG. 6, in accordance with the present invention;

in FIG. 10 shows schematic views of two wagons containing coupling groups shown in FIG. 2, during a coupling maneuver, in accordance with the present invention;

in FIG. 11A-1Sh show schematic views of the coupling stages of the coupling groups shown in FIG. 2, in accordance with the present invention;

in FIG. 12A-12C respectively show a schematic top view of a second embodiment of an automatic coupler and uncoupling system for wagons traveling along a railway network, and a three-dimensional view of an elastomeric duct included in the system shown in FIG. 12A or 12B, in accordance with the present invention;

in FIG. 13A, 13B are schematic top views of a third embodiment of a system for automatically coupling and uncoupling cars moving along a railway network, in accordance with the present invention;

in FIG. 14A, 14B are schematic perspective views of a second embodiment of a vertical alignment system of an automatic coupler and uncoupling system for wagons traveling along the railway network shown in FIG. 12 and FIG. 13, in accordance with the present invention;

in FIG. 15A, 15B are respectively a schematic perspective view of a third embodiment of a vertical alignment system of an automatic coupler and uncoupling system for wagons moving along a railway network, and front views of its movement during a sequence of steps in accordance with the present invention;

in FIG. 16A, 16B show a schematic front view and a top view of a horizontal alignment device of an automatic coupler and uncoupling system for cars moving along the railway network shown in FIG. 13, in accordance with the present invention;

in FIG. 17A, 17B show a schematic top view and a schematic perspective view of a second embodiment of a first coupling group of an automatic coupler and uncoupling system for cars moving along the railway network shown in FIG. 12 and FIG. 13, in accordance with the present invention;

in FIG. 18A, 18B show a schematic top view and a schematic perspective view of a second embodiment of a second coupling group of an automatic coupler and uncoupling system for wagons moving along the railway network shown in FIG. 12 and FIG. 13, in accordance with the present invention;

in FIG. 19A-19O are schematic views of the coupling steps of the second embodiment of the coupling groups shown in FIG. 17 and 18, among themselves in accordance with the present invention;

in FIG. 20A-20E are schematic perspective views of the first and second embodiments of the coupling groups of end elements shown in FIG. 17 and 18, in accordance with the present invention;

in FIG. 21 is a schematic perspective view of a third embodiment of a first group of systems for automatically coupling and uncoupling cars moving along the railway network shown in FIG. 12 and FIG. 13, in accordance with the present invention;

in FIG. 22A-22O are schematic views of coupling steps of a third embodiment of coupling groups in accordance with the present invention;

in FIG. 23 is a three-dimensional schematic view of a third embodiment of a first coupling group coupled to a conventional coupling system adapted to any conventional railway carriage in accordance with the present invention;

in FIG. 24 is a schematic top view of the coupling step of the first coupling group shown in FIG. 23, with a conventional hitch system adapted for a conventional railway carriage in accordance with the present invention.

- 2 034828

With reference to these drawings, and in particular to FIG. 1 and 2, a first embodiment of an automatic coupling and uncoupling system for wagons traveling along a railway network in accordance with the present invention is shown. In more detail, the system 100 for automatic coupling and uncoupling of cars moving along the railway network comprises a first coupling group 10, which is arranged to slide along two parallel vertical guides 11, which can be fixedly mounted, for example, on the tail of the first railway carriage, and a second coupling group 50, which is made with the possibility of connection with the first coupling group 10 and sliding along two parallel vertical guides 51, made with the possibility of motionless securing, for example, on the head of the second railway car, in order to connect with the first railway car. More specifically, the system 100 comprises a vertical alignment device 11a and 51a, a first embodiment of which is shown in FIG. 3, and which comprises two parallel vertical guides 11 or 51, a first supporting element 12 of the coupling group 10 or a second supporting element 52 of the coupling group 50, made with the possibility of sliding in the vertical direction, respectively, along two vertical guides 11 or 51.

Advantageously, in accordance with the present invention, as best shown in FIG. 3A, since the support elements 12 and 52 are able to slide along pairs of vertical rails 11, 51 rigidly connected to the cross member of a railroad car on which a coupling group 10 or 50 is mounted, the system 100 is able to compensate for any significant differences in the heights of the coupling groups 10 and 50 during maneuvers between cars.

In accordance with an aspect of the invention, the sliding support members 12 and 52 are sliding plates having a surface 12a, 52a facing a rail car cross member on which a coupling group 10 or 50 is mounted, but not in contact with it, and surface 12b, 52b, internal to the coupling group 10 or 50, the plates being provided with a central through hole 12c and 52c for the passage of pneumatic connections, gears, electrical and electronic connections between the first carriage and the second carriage om, as will become more apparent later.

In accordance with an aspect of the present invention, the system 100 comprises at least one rack and pinion motor, not shown, configured to bring the coupling group 10 or 50 into a sliding movement up and down by means of the sliding support elements 12 and 52.

Advantageously, in accordance with the present invention, the action of the rack and pinion engine is controlled by coordinating the on-board computer systems of the wagons, including when coupling or uncoupling occurs.

In accordance with an aspect of the present invention, the first coupling group 10 and the second coupling 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 connected by a pin 14, 54, respectively.

Advantageously in accordance with the present invention, the parallel horizontal wings 13, 53 and the pin 14, 54 can thus be moved relative to the connection point between the coupling groups 10, 50 and the respective cars. All other elements making up the coupling groups 10, 50 are connected with the sliding support elements 12 and 52, the wings 13, 53 and with the pin 14, 54. The pins 14, 54 also give stiffness to the coupling groups 10, 50 as a whole in order to maintain the coupling groups 10, 50 tensile stresses.

In FIG. 4 and 5 show in detail that the first coupling group 10 and the second coupling group 50 also comprise a device for elastic cushioning 15a, 55a, consisting of a continuous main part made of elastomeric material 15, 55 located between the wings 12, 52 and made with the possibility of depreciation and damping of mechanical stresses to which the coupling unit 10, 50 is exposed during the maneuvers and movement of the car on which it is installed. With the indicated solid main part 15, 55, the shell and support base 16, 56 of metal material forming with it the single main part are fastened, made with the possibility of sliding the pin 14, 54 with low friction. The hollow main part 17, 57 is deafly connected to a pin 14, 54, for example, of a trapezoidal shape, contains metal side walls, for example, of steel, and ends with an anchor with end elements 18, 58.

Advantageously, in accordance with the present invention, the solid body 15, 55 performs the function of damping and absorbing mutual movements between the coupling unit 10, 50 and the corresponding car on which it is mounted during gearing with the coupling group 50, 10 mounted on the car.

Advantageously, in accordance with the present invention, the first end element 18 and the second end element 58 are configured to be complementary to each other.

A first embodiment of two terminal elements 18 and 58 is shown in the connected configuration of FIG. 6A and in the disconnected configuration of FIG. 6B.

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In particular, in accordance with an aspect of the present invention, the first end member 18 essentially consists of a rigid main body provided with a first protrusion 18a protruding horizontally outward from the first coupling group 10 and a second protrusion 18b protruding horizontally in the direction of the inner part of the first coupling group 10. Similarly, the second end member 58 of the second coupling group 50 essentially consists of a rigid main part provided with a first protrusion 58a protruding horizontally in the direction of the inner part the second coupling group 50, and the second protrusion 58b, protruding horizontally in the direction of the outer part of the second coupling group 50.

Advantageously, in accordance with the present invention, the protrusions 18a and 18b, 58a and 58b have such sections 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 jam in the protrusion 58a, and the protrusion 58b is configured to jam in the protrusion 18b. Thus, advantageously in accordance with the present invention, coupling of two coupling units 10, 50 can be performed.

In accordance with an aspect of the present invention, the first and second end elements 18 and 58 are metal and have a more or less thick outer surface 18c, 58c made of an elastomeric material adapted to absorb impacts during the carriage coupling maneuver.

In accordance with another aspect of the present invention, the first and second end members 18 and 58 are made of any other material having high resistance and low friction characteristics in order to facilitate the penetration of wedge-shaped protrusions during the joining operation of the cars to be coupled.

In accordance with another aspect of the present invention, as an example, the first and second protrusions 18a and 18b, 58a and 58b are in the form of a truncated cone.

In accordance with other aspects of the present invention, the first and second protrusions 18a and 18b, 58a and 58b have an alternative shape to the shape of a truncated cone.

In accordance with another aspect of the present invention, each coupling group 10 and 50 comprises, near the four corners of the rigid main parts 18 and 58, sensors 19 and 20, 59 and 60, logically connected in duplicate pairs along one of the diagonals of the rigid main part 18, 58 and made with the possibility of cross-detection during operations of coupling cars and relative positioning of the main parts 18 and 58 at each time point with the determination of horizontal and vertical distances and the range of variation of these distances. In more detail, it is necessary that the coupling group 10 comprises at least two effectively functioning sensors 19 or 20, and that the coupling group 50 contains the corresponding two sensors 59 and 60, which function in an efficient manner.

Advantageously, in accordance with the present invention, the sensors 19 and 20 present on the rigid body 18 of the first coupling group 10 mounted on the first carriage can interrogate the sensors 59, 60 or interrogated by sensors 59, 60 present on the rigid body 58 of the second coupling group 50 mounted on the second carriage by dialogue between the on-board computer systems of the cars to be coupled or uncoupled. Two cross sensors 19 or 20, as well as two cross sensors 59 or 60, are capable of detecting both the distance between the coupling groups 10, 50 and the alignment of the coupling groups 10, 50 with each other, both in the horizontal direction and in the vertical direction.

Advantageously, in accordance with the present invention, each coupling group 10, 50 requires at least one sensor to detect the distance and relative speed between the two cars to be coupled, and at least two diagonal sensors to detect horizontal vibration and vertical position of the coupling groups. Thus, the computer systems of two cars based on the information received from the sensors can process the speed, height and vibration control of the coupling groups in such a way as to enable the coupling in the correct way.

Moreover, mainly in accordance with the present invention, the first coupling group 10 comprises a first mechanical locking / unlocking device with a grip 21, and the second coupling group 50 comprises a second mechanical locking / unlocking device with a grip 61, and both are configured to provide a connection and prevent separation of the first and second coupling groups 10 and 50 when positioned in alignment with one another with the protrusions 18a and 58b located respectively in the wedge-shaped protrusions 58a and 18b. The hitch configuration of the system 100 shown in FIG. 1 corresponds to a configuration in which two wagons to be coupled cannot be disconnected from each other other than upon receipt of a request to execute a maneuver to disconnect the two wagons from each other.

Advantageously, in accordance with the present invention, the locking / unlocking grippers of the mechanical devices with grippers 21 and 61 are configured to automatically close after performing the approach maneuver between the wagons to be coupled and after connecting between

- 4,034,828 to the complementary protrusions 18a, 18b and 58a, 58b, as already described above.

Advantageously, in accordance with the present invention, each of groups 10 and 50 comprises a drive device, not shown in the drawing, configured to open and close the grippers of mechanical devices with grippers 21 and 61. For example, the drive device may be a spring mechanism activated by a sensor signal, which at the coupling stage closes the gripper, and an electric motor or any other suitable drive device, which at the uncoupling stage, reloads the spring device to prepare groups 10 and 50 to the new coupling.

Advantageously, in accordance with the present invention, as shown in FIG. 7 and 8, the protrusions 18a and 18b, 58a and 58b of the end elements 18 and 58, respectively, are arranged to internally accommodate the same movable drives 22a and 62a, for example bellows pneumatic cylinders, and a stationary device 22b and 62b, respectively accommodating the connectors 23a and 23b, 63a and 63b, respectively, originating from the openings 12c and 52c and including pneumatic, electrical and electronic connectors, for example electrical cables, data connections and compressed air tubes, providing a connection between the first carriage on which a first coupling group 10 is mounted, and a second carriage on which a second coupling group 50 is mounted. In particular, the movable drives 22a and 62a end inside the protrusions 18a and 58a with the same terminals 24a or 64a, of which, as an example in FIG. 9A shows terminal 24a. Similarly, the stationary devices 22b and 62b terminate inside the protrusions 18b and 58b with the same terminals 24b or 64b, of which, as an example in FIG. 9B shows terminal 24b. Terminal 24a is provided with sockets consistent with the corresponding plugs present on terminal 64b for electrical power connections, compressed air lines, and data connections. Similarly, terminal 24b is provided with plugs matching the corresponding sockets 64a at the terminal for the same electrical power connections, compressed air lines, and data connections.

Advantageously, in accordance with the present invention, the terminals 24a and 64a can likewise slide forward by moving the drive 22a and 62a after aligning the coupling groups 10 and 50 according to the signal from the sensors 19, 20 and 59, 60, after the above-described interlocking of the protrusions of the rigid main parts 18 and 58, and after shooting locking grip. Thus, as soon as a mechanical connection occurs between the coupling groups 10 and 50, an electrical, electronic and pneumatic connection is provided. More specifically, in accordance with an aspect of the present invention, terminal 24a (with a configuration similar to that of terminal 64a) comprises a first socket 24aa through which power cables pass, a second and third socket 24ab and 24ac through which a compressed air conduit for pneumatically connecting the first carriage with a second car for activating the brake system, and a fourth socket 24ad, for example a socket relating to the type of transmission of an increased amount of data, for the passage of cables of information connections. Similarly, by way of example, terminal 24b (with a configuration similar to that of terminal 64b) contains plugs suitable for placement in respective sockets of terminal 24a (or 64a if it is a terminal 64). As shown in FIG. 9B, terminal 24b includes a first plug through which cables for supplying electric power pass, a second and third plug 24bb and 24bc through which compressed air lines pass for pneumatically connecting the first car to the second car to activate the braking system, and the fourth plug 24bd , for example, a plug related to the type of transmission of an increased amount of data, for the passage of cables of information connections. The plugs present on the terminals 24b and 64b are complementary with the sockets on the terminals 24a and 64a for making electrical connections, electronic connections and pneumatic connections between the two cars after the movable drive 22a or 62a is inserted into the stationary device 22b or 62b.

Moreover, advantageously in accordance with the present invention, as shown in FIG. 3-5, each of the vertical guides 11 and 51 comprises at least one video camera 25a, 25b and 65a, 65b. More specifically, in accordance with an aspect of the present invention, the left vertical guide 11, 51 comprises a video camera 25a, 65a fixedly mounted at its upper end, and the right vertical guide 11, 51 represents a video camera 25b, 65b fixedly fixed at its lower end.

Advantageously, in accordance with the present invention, at least a pair of video cameras 25a or 65a and 25b or 65b contained in the coupling groups 10, 50 are necessary in order, as described below, to allow the designated operator to make sure that they are locked on based on the images received by the video cameras, which can also be stored in the memory of the computer system with which the operator works.

In practice, during hitching operations, the wagon carrying out the joining operation should approach the wagon to be hitched, regardless of whether it is stopped in an unchanged position or is in motion, for example, in the tail of a moving train. Then the coupling conditions can be checked using sensors and information from the given platform at the station or in the locomotive. At the moment when the signals from the sensors related to the distance between the cars, speed, alignment of the coupling groups horizontally and vertically and other useful parameters are such that

- 5 034828 the computer platform of the car can control this coupling, the conclusions of the coupling groups are preparing for the installation of additional protrusions. If, as shown in FIG. 10, the terminals 18 and 58 are biased due to the difference in height between the cars, the drive, not shown in this drawing, allows the vertical movement of one or each sliding plate 12 or 52 of the first or second coupling groups 10 or 50 until until conclusions 18 and 58 are at the same level. As soon as this alignment occurs, a connection is realized between the complementary protrusions of the terminals 18 and 58. At this point, the grips close and the bellows cylinder continues to move forward in the protrusions, making it possible to connect electrical cables, compressed air lines and data cables. In particular, in FIG. 11A-11D show the steps of connecting the terminals 18 and 58: 1) alignment; 2) mutual locking of complementary protrusions; 3) closing the grips of the gripping locking devices; 4) the physical connection of the pneumatic pipeline and electric and electronic cables. Thus, the signal of the car is locked to the control panel. Finally, the completion of the hitching maneuver is recorded by video cameras 25a, 25b, 65a, 65b, while the images on which each grip is cropped can be transmitted to a monitor, which, as you can expect, is located in the locomotive cab, in which the driver visually controls the impeccable performance of the coupling maneuver can confirm by the method provided for the control information system present in the locomotive that the coupling is successful, certifying the coupling itself. In the case of couplings between cars to form the train in the correct form of the peripheral system, such as the present system at the station, already described in the above patent of the same Applicant, images can be transmitted to this system, where the service operator can confirm that they are locked . Coupling images can then be stored in the memory of the system to which the coupling identification is entrusted (for example, a system in a locomotive, at a station, etc.).

In uncoupling operations, after verifying that the car is self-governing, the pneumatic, electrical and electronic systems are disconnected, and after that, the locks of the mechanical locks are released. After confirming the success of the uncoupling operation, the wagons are separated.

Advantageously, in accordance with the present invention, the coupling / uncoupling steps can be carried out using smart cars of an intelligent railway train. In particular, by intelligent wagons the applicant means wagons of a railway transport system with automatic train formation described in the aforementioned patent already issued to the Applicant.

Advantageously, in accordance with the present invention, the coupling can take place both in the composition already provided with the traction element, and in the composition during formation, in which the functions normally performed by the traction element are assigned to the main carriage or system in the station or another separate carriage, with which will begin the formation of a new train (in this case, the main car will be, to which the second car clings). In the following control functions, the main car or system at the station will only be listed as leading. For example, with regard to the docking maneuvers disclosed in the previous patent for performing said automatic train formation, the sequence of operations described above begins with a request made in a separate car to perform a coupling operation with a second car of the train being formed. The car starts moving in the desired direction and activates the sensors present in the first coupling group in order to search for the corresponding sensors of the second coupling group of the second car and identify them using sensor codes that are transmitted, for example, by tracking using a transponder. The wagon with which it will have to couple, will be warned and adjusted for coupling, allowing the same docking operation. During the approach, the information provided by the pairs of sensors on the indicated two cars is used by the control system of the car to be coupled to determine the distance between the cars and the speed of their approach.

Near the contact, always by means of sensors, the existence of minimal alignment between the leads with the protrusions will be determined by monitoring the relative positions of the two devices, both horizontally and vertically, searching for the time of approach of the maximum deviations in the indicated two directions and, if necessary, ensuring optimal alignment of findings with protrusions also by means of drives. With a positive confirmation of alignment, a approach maneuver is allowed, as well as the introduction of protrusions into complementary protrusions. After the mechanical action of the stop imparted by the introduction of the protrusions into the complementary protrusions, a trip mechanism can be activated that automatically closes the two gripping elements, which can lock the fit of the rigid main parts on two cars to be coupled. After locking the grippers, the control system can allow the introduction of pneumatic connections of the brake system, electrical and electronic connections, for example, by means of a drive acting on the output. After confirming the flawless execution of the operation and the effectiveness of all the connections (mechanical, pneumatic, electrical, electronic), the coupled car switches the control of the coupled car from separate to the coupled and transfers control control of the car to the train control. The operator responsible for certifying the hitch will formally confirm that

- 6,034,828 couplings after he, in accordance with the warning by means of a corresponding message on the screen, looks through the images from the surveillance cameras. The same messages will be properly stored in the memory for future viewing with the purpose of inspection and control of date, time and rail indicators related to the operator who confirmed the operation.

The uncoupling operations begin with the command transferred from the locomotive to two wagons, which should be disengaged, in order to perform a sequence of operations that will lead to the separation of the wagons. The wagon, which is being separated from the train, asks for confirmation of the release from the wagon from which it should unhook, by means of sensors that verify the identifiers of the wagons.

After receiving confirmation, the car to be uncoupled will receive the car’s self-government, which activates the switch control of the car from locked to locked. Both wagons will activate drives to disconnect pneumatic, electrical, and electronic connections. After performing this operation, confirmed by one wagon, it will continue, actuating the drives in order to open the gripping elements in order to block the wagons. This operation will also load the mechanical elements, allowing subsequent coupling maneuvers.

In FIG. 12 shows a second embodiment of an automatic coupling and uncoupling system for wagons moving along a railway network in accordance with the present invention. In more detail, the second embodiment of the automatic coupling and uncoupling system 200 of cars moving along the railway network, shown in FIG. 12A, in the part related to the first car 70 in circulation, such as a car without buffers, contains a first coupling group 210, a vertical alignment device 211 to which the first coupling group 210 is connected, and a device for elastic shock absorption 215, s to which the vertical alignment device 211 is connected. Shown in FIG. 12B, the second coupling group 250 of the system 200 connected to the second wagon 80 in circulation will have the same configuration as the first coupling group 210.

Advantageously, in accordance with the present invention, the elastic cushioning device 215, shown in more detail in FIG. 12C and similar to the elastic cushioning device 255 of the second coupling group 250, is an elastomeric box. The elastomeric box is a metal box, inside of which there are two blocks 215a and 215b of elastomeric material, separated by a metal plate 215c, which, in the event of tension under tension or compression, transfers force to the elastomeric material. The metal plate 215c is connected to a metal axis 215d supported in a vertical position relative to it in the absence of stress situation and connected to the vertical alignment device 211.

In FIG. 13A and 13B show a third embodiment of a system 300 for automatically coupling and uncoupling wagons moving along a railway network, respectively, for parts related to a first wagon 90a in circulation and a second wagon 90b in circulation, for example, rail cars with buffers 91a and 91b. The system 300 shown in FIG. 13A comprises a first coupling group 310, a vertical alignment device 311 to which the first coupling group 300 is connected, a horizontal alignment device 313 to which a vertical alignment device 311 is connected, and a piston 314. In this case, the carrier 90a in circulation also contains a device for elastic cushioning 95a, to which a piston 314 of the system 300 is connected.

Shown in FIG. 13B, the second coupling group 350 of the system 300 connected to the second wagon 90b in circulation will have the same configuration as the first coupling group 310.

The second and third embodiments 200 and 300 include a second embodiment of a vertical alignment device. In particular, the vertical alignment device 211 shown in FIG. 14, although the same description is equally applicable to devices 251, 311, 351, 211a, contains a pair of vertical rails between which a sliding support element or plate 211b is connected to which the coupling group 200 is connected. Thanks to the alignment device 211 and 251, vertical for the system 200, and also thanks to the devices 311 and 351 for the system 300, it is possible to compensate for any difference in height of the coupling groups 210, 250, 310 or 350 between the cars during the maneuvers.

More specifically, while the vertical alignment guides 211, 251, 311, 351 are respectively fixedly mounted on the coupling groups 210, 250, 310, 350, the sliding support element is fixedly mounted on the elastic damping device 215 or 251 in the case of the device 211 or 251 vertical alignment, while in the case of the device 311 or 351 vertical alignment, it is fixedly mounted on the rod emerging from the piston 314 or 354. In FIG. 14A shows, in particular, the sliding support element 211b in the configuration of the sliding upward movement and in FIG. 14B shows a sliding support member 211b in a sliding downward movement configuration that allows sliding up and down sliding movements of a coupling group 210 fixedly mounted to the sliding support member 211b. The same applies to vertical alignment devices 251, 311, 351, subject to the necessary changes.

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According to a third embodiment, as shown in FIG. 15, the vertical alignment device 211 and, likewise, the devices 251, 311 and 351 are in the form of a double pendulum. In particular, with reference to the device 211 as an example, also valid for the devices 251, 311, 351, if the reference numerals are appropriately modified, the device 211 comprises a first flat member 211aa adapted to engage with the coupling group 210, and a second flat member 211aab made with the possibility of connection with the elastic shock-absorbing device 215. Each flat element 211aa and 211aab is internally provided with at least four upper connecting elements 211ab, between which the upper erzhni 216a, and at least four lower connecting members 211ac, between which is rotatably attached to the lower rods 216b. As shown in FIG. 15B, during the coupling step between the coupling groups of two cars in circulation, the upper rods 216a and the lower rods 216b are rotated around the upper connecting elements 211ab and lower connecting elements 211ac from a horizontal position (FIG. 15BA) to an inclined position ( Fig. 15BB) due to counterclockwise rotation, then again to the horizontal position (Fig. 15BC) and finally to the tilted position due to clockwise rotation (Fig. 15BD). Essentially, by means of a double pendulum mechanism, the device 211 coupled to the coupling group allows continuous adjustment of the vertical alignment between the coupling groups of two coupled railway cars.

In FIG. 16, an embodiment of a horizontal alignment device 313 of a system 300 is shown in front and top views. This type of mechanism allows alignment of the first coupling group 310 of the car 90a with the second coupling group 350 of the second car 90b during the coupling step due to the use of elastic shock absorbing devices 95a and 95b already present on the cars and usually connected to a rigid connecting rod (see FIG. 16B), rotating on a hub, providing freedom of horizontal movement in order to adapt to working conditions when moving cars, for example when driving in a corner or when changing wheeled trolleys, and which Separated by itself does not provide horizontal alignment rod for aligning the coupling group with the group during the second carriage coupler stage. The system of springs 313a, also driven by an actuator not shown in the drawing, enables the coupling group to be correctly positioned under various operating conditions and to align between different coupling groups. In addition, one coupling group is usually in the retracted position relative to the protrusion of the buffers 91a, which provides a piston 314 containing a rod 314a, which is necessary connected to the vertical alignment device 311 and inserted into the towing coupling rod docked to the hinge 96a, which makes it possible withdrawal during the coupling stage of the first coupling group to enable locking between the coupling groups of the cars, and then retracting with the appropriate force to tighten the cars, ayuschego buffers 91a to provide full docking maneuver.

In FIG. 17 shows an embodiment of the first coupling group 210. In particular, in accordance with an aspect of the present invention, the first coupling group 210 comprises a first end member 218 essentially consisting of a rigid main body provided with a first protrusion 218a protruding horizontally outward from the first coupling group 210 and a second protrusion 218b protruding horizontally towards the interior of the first coupling group 210. Similarly, the second coupling group 250 of the second railway car shown in FIG. 18 comprises an end member 258 essentially consisting of a rigid main body provided with a first protrusion 258a protruding horizontally towards the interior of the second coupling group 250 and a second protrusion 258b protruding horizontally outward from the second coupling group 250.

Advantageously, according to the present invention, the protrusions 218a and 218b, 258a and 258b have such sections 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 jam inside the protrusion 258a and the protrusion 258b is configured to jam inside the protrusion 218b.

Thus, advantageously in accordance with the present invention, coupling between the two coupling groups 210 and 250 can be realized.

In accordance with another aspect of the present invention, the first and second end members 218 and 258 are made of any material having high resistance and low friction characteristics in order to facilitate the penetration of wedge-shaped protrusions during the joining operation of the cars to be coupled.

In accordance with another aspect of the present invention, by way of example, the first and second protrusions 218a and 218b, 258a and 258b are in the shape of a truncated cone.

In accordance with other aspects of the present invention, the first and second protrusions 218a and 218b, 258a and 258b have an alternative shape to the shape of a truncated cone.

Description with respect to FIG. 17 and 18 can be considered valid for coupling groups 310 and 350, subject to the necessary changes.

In addition, the coupling groups according to the second and third embodiments 200 and 300 of the implementation of the system contain sensors, not shown in the drawing, configured to detect during the coupling operations of the wagons the relative positioning of the groups when they are coupled at each moment of time with the determination of horizontal and vertical distances and the range of variation of these distances.

In accordance with an aspect of the present invention, alternative sensor systems (e.g., image processing) for determining distance and speed can be used as an alternative.

Moreover, mainly in accordance with the present invention, the first coupling group 210 comprises a first mechanical locking device 221, and the second coupling group 250 comprises a second mechanical locking / unlocking device 261, and both are configured to provide a connection and prevent disconnection of the first and the second coupling groups 210 and 250 when they are located in alignment with one another and with protrusions 218a and 258b located respectively in the wedge-shaped protrusions 258a and 218b.

The connection steps of the two coupling groups 210 and 250 are shown in FIG. nineteen.

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

Advantageously, in accordance with the present invention, each of the groups 210 and 250 comprises a drive device, not shown, configured to open and close the grippers of mechanical locking / unlocking devices with grippers 221 and 261. For example, the drive device may be a pneumatic mechanism, which at the coupling stage, when actuated by the command of a computer system present in the carriage, and at the signal of the sensor, the grips are closed and at the uncoupling stage in the same mode performs p Hiding grabs. The drive mechanism can be implemented in various ways, for example by means of a hydraulic system with an electric motor or any other drive device suitable for locking groups 210 and 250.

Advantageously, in accordance with the present invention, as shown in FIG. 17 and 18, the protrusions 218a and 218b, 258a and 258b of the end elements 218 and 258 are made with the possibility of corresponding internal placement of the same movable actuators 222a and 262a, for example bellows pneumatic cylinders, and stationary devices 222b and 262b, respectively accommodating the connecting parts, including pneumatic electrical and electronic, such as electrical cables, data connections and a compressed air pipe, which makes it possible to connect between the first carriage on which the first coupling group 21 is mounted 0, and a second carriage on which a second coupling group 250 is mounted. In particular, as best shown in FIG. 20, the movable drives 222a and 262a terminate inside the protrusions 218a and 258a at the male terminals 224a and 264a, which are the same. Similarly, the stationary devices 222b and 262b terminate inside the protrusions 218b and 258b at the female terminals 224b and 264b, which are the same. Terminal 224a is provided with sockets consistent with the corresponding plug housings at terminal 264b for electrical connections, compressed air lines, and data connections. Similarly, terminal 224b is provided with plugs adapted for placement in respective sockets on terminal 264a for the same electrical power connections, compressed air lines, and information connections.

Advantageously, in accordance with the present invention, terminals 224a and, similarly, 264a can slide forward by moving the actuator 222a and 262a after actually aligning the coupling groups 210 and 250 and after interlocking the protrusions of the rigid main parts 218 and 258, as described above, and after closing captures. Thus, after a mechanical connection occurs between the coupling groups 210 and 250, electrical, electronic and pneumatic connections are provided.

More specifically, in accordance with an aspect of the present invention, as shown in FIG. 20A and 20B, terminal 224a (with a configuration similar to that of terminal 264a) contains a first socket 224aa through which power cables pass, a second socket 224ab to which a compressed air pipe is connected to pneumatically connect the first carriage to the second carriage to activate the brake system, and a third socket 224AC, for example a socket related to the type of transmission of increased data volume, for the passage of cables of information connections. Likewise, by way of example, terminal 264b (with a configuration similar to that of terminal 224b) contains contacts suitable for placement in respective sockets of terminal 224a (or 264a if it concerns terminal 224b). The terminal 264b comprises a first plug 264ba through which the electric power cables pass, a second plug 264bb through which the compressed air conduit for pneumatically connecting the first carriage to the second carriage for activating the braking system, and a third plug 264bc, for example a type-related plug transmission of increased data volume for the passage of cables of information connections. Terminals on pins

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224b and 264b are complementary with sockets at terminal 224a and 264a for the purpose of making electrical, electronic and pneumatic connections between two cars after completion of the introduction of the movable drive 222a or 262a into the stationary device 222b or 262b.

In accordance with an aspect of the present invention, as shown in FIG. 20C and 20D, terminals 224a, 264a, 224b, 264b may not contain an electrical connection that can be placed on the front surface of the coupling group at positions 264c. In both cases, as shown in FIG. 20A and 20B, in order to avoid sparks, the passage of current can be carried out in the coupling groups only after the correct physical contact of the coupling groups takes place. Advantageously, in accordance with the present invention, the end members 218, 258 comprise a screw connection 270 to ensure compatibility between the coupling groups 210, 250 and the traditional carriages with traditional hooks. The same can be said for coupling groups 310 and 350.

In FIG. 21 shows, by way of example, a second embodiment of the end member 218 ′ of the first coupling group 210 of the system 200. An embodiment of this type is also applicable to the above coupling groups 250, 310 and 350. The terminating element 218 ′ contains, in addition to all other components already described in in the case of the gripper end elements 218, another rotary interlock mechanism 221 ', alternative to the gripper grips, with the second end element 258' shown in FIG. 22. In particular, the end member 218 ′ comprises two rods 218′c related to the type of swing lock used to anchor conventional containers and located at two opposite angles diagonally to the front surface 218'd of the end members 218 ′, and two oval holes 218'e at two other opposite corners on the other diagonal of the front surface 218'd. The rods 218'c are connected to the rods 218'f inside the end element 218 'and are free to rotate 90 ° through pneumatic, hydraulic 218'g, electric or other actuators independently of each other or, alternatively, depending on each other when the connection of metal bars 218'h, providing the possibility of synchronous movement due to the action on the rods 218'f and cause the rotation of the rods 218'c at the stage of coupling complementary protrusions of two terminal elements of two coupling groups and subsequent locking, which best shown in FIG. 22. The termination element 258 'will actually be present in the holes 258'e in complementary positions relative to the rods 218'c, and thus the rods 218' enter the holes 258'e and block the rotation of the two end elements 218 'and 258'. At the uncoupling stage, rotation will occur in the opposite direction, making it possible to withdraw the rod from the hole.

In FIG. 22 shows the steps of connecting and disconnecting two terminal elements 218 'and 258'. In FIG. 22A, two terminal elements 218 ′ and 258 ′ already disconnected are shown in the approaching step. In FIG. 22B illustrates the step of connecting the terminal elements 218 ′ and 258 ′. In FIG. 22C illustrates a pivot coupling step of the end members 218 ′ and 258 ′. In FIG. 22D shows a step for making electrical type connections, information connections, and pneumatic connections.

For clarity, FIG. 23 and 24, the first coupling group 218 ′ shown in FIG. 21 coupled to a conventional coupling system, or towbar 96a, adapted to any conventional railway carriage 90a for coupling with another carriage 90b.

In addition, advantageously in accordance with the present invention, each of the systems 200 and 300 comprises at least one video camera or at least a pair of video cameras arranged to view the connection elements necessary to enable the service operator to verify, as described below, that they are locked, based on the images received by these video cameras, which can also be stored in the memory of the computer system with which the employee works.

In use during coupling operations, the carriage performing the coupling operation must approach the carriage to be coupled, either when it is stopped in the same position or when it is in motion, for example, in the tail of a moving train. Then the coupling conditions can be checked using sensors and information from the given platform at the station or in the locomotive. At the moment when the signals from the sensors related to the distance between the cars, speed, horizontal and vertical alignment of the coupling groups and other useful parameters are such that the computer platform of the car can control this coupling, the conclusions of the coupling groups are preparing for the installation of additional protrusions. When alignment occurs, a connection is made between the complementary projections of the terminals. At this point, the grips close and the drive bellows continue to move forward inside the protrusions in order to make it possible to connect electrical cables, compressed air lines and information connections, or actuate the rotary mechanism, after which the connections are made.

In the case of type 300 systems, first the piston 314 pushes forward the coupling group 310 and is retracted using grippers or a rotary lock, creating compression between the buffers 91a during the movement of the cars.

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Thus, the signal of the car is locked to the control panel. Finally, at the end of the docking maneuver, the images captured by the camera, on which each docked grip is framed or the rotary rotating rods, can be transferred to a monitor, which, as you might expect, is located in the locomotive's cab, in which the driver visually controls the perfect execution of the coupling maneuver, can confirm by the method provided for the control information system present in the locomotive that the operation is successful, certifying the coupling itself.

During uncoupling operations, after checking that the car is self-governing, the pneumatic, electrical and electronic systems are disconnected, after which the grips or the rotary mechanics can be disengaged. After checking the success of the uncoupling operation, the wagons are separated.

Therefore, the three options for implementing the system 100, 200 and 300 can be used both with traditional cars and with intelligent cars and provide an advantageous control ability thanks to a system of sensors, video cameras and a computer to support coupling and perfect alignment in motion, as well as uncoupling coupling groups wagons.

Thus, the automatic coupling and uncoupling system for wagons moving along the railway network in accordance with the present invention allows automatic maneuvers to be performed with high speed, safety and reliability also as a result of coupling operations and extremely quick decoupling.

Another advantage of the system for automatically coupling and uncoupling cars moving along the railway network in accordance with the present invention is to provide elasticity of movement between the coupled means in circulation, both in compression and in tension.

An additional advantage of the automatic coupling and uncoupling system for wagons moving along the railway network in accordance with the present invention is to provide vertical and horizontal alignment between the wagons in circulation, coupled both in a stationary state and in motion.

Finally, the system for automatically coupling and uncoupling cars moving along the railway network, in accordance with the present invention, is a driving force contributing to the development of railway transport.

Finally, it is clear that the system of automatic coupling and uncoupling of wagons traveling along the railway network described and illustrated in this document can be modified and changed without thereby departing from the scope of legal protection of the present invention limited by the attached claims.

Claims (18)

1. System (100, 200, 300) for automatic coupling and uncoupling of at least the first carriage (70, 80) and the second carriage (90a, 90b) moving along the railway network, containing at least the first coupling group ( 10, 210, 310) of the first car (70, 80) and at least a second coupling group (50, 250, 350) of the second car (90a, 90b) and at least one device (11a, 51a, 211; 251 , 311, 351) vertical alignment for vertical alignment of the specified at least one first and at least second coupling group (10, 210, 250; 50, 310, 350); characterized in that the first and at least second coupling groups (10, 210, 250; 50, 310, 350) contain male and female interlocking connecting means (18; 58; 218, 258; 318, 358) for coupling and uncoupling with each other; at least two sensors (19, 20; 59, 60), which are connected in duplicate pairs on one of the diagonals of the connecting means (18, 58) and are configured to detect the positions of the connecting means (18; 58; 218; 258; 318; 358) during the coupling of cars, their horizontal and vertical distances and the range of change of these distances in real time, and their communication with the information system present in each car (70, 80, 90a, 90b) and configured to control connecting means (18; 58; 218; 258; 318; 358); and at least one pair of video cameras (25a, 25b; 65a, 65b), configured to send images of the completed link to the information system present at the station or locomotive, and determine the identity of the perfect link. 2. The system (100, 200, 300) according to claim 1, characterized in that the vertical alignment device (11a, 51a, 211) comprises a pair of parallel vertical guides (11; 51; 211a) fixedly mounted on the first coupling group ( 10, 50, 210), between which at least the supporting element (12, 52, 211b) is made to slide in the vertical direction, respectively, between each pair of parallel vertical guides (11; 51; 211a) under control of at least one drive. 3. The system (100, 200, 300) according to claim 2, characterized in that said support element (12; 52) is a sliding plate having a surface (12a; 52a) facing the carriage and a surface (12b; 52b ) facing the coupling group (10; 50), while it is provided with at least one through hole (12c; 52c) and a pair of parallel horizontal wings (13; 53), connected to each other by at least one pin (14 ; 54). 4. The system (100, 200, 300) according to claim 1, characterized in that the vertical alignment device (211) comprises a first flat element (211aa) adapted to be coupled to the coupling group (210) and a second flat element ( 211aab) adapted to be attached to an elastic shock-absorbing device (215), wherein each or one of the flat elements (211aa, 211aab) is internally provided with at least four upper connecting elements (211ab), between which the upper rods (216a) are connected, made with the possibility of rotation, and at least four I lower coupling elements (211AC), between which the lower rods (216b) are rotatably connected, while the upper and lower rods (216a, 216b) move by rotating around the upper and lower connecting elements (211ab, 211ac) from a horizontal to an inclined position position by counterclockwise rotation, and again from a horizontal position to an inclined position by clockwise rotation. 5. The system (100, 200, 300) according to claim 1, characterized in that the elastic shock-absorbing device (15a, 55a, 215, 255) is connected to the vertical alignment device (11a, 211, 251). 6. The system (100, 200, 300) according to claim 5, characterized in that the elastic shock-absorbing device (15a, 55a) contains at least a first main part (15; 55) of elastomeric material located between the wings (12 ; 52) at least a metal base (16; 56) to support and hold a pin (14; 54) connected to the first main part (15; 55), and at least a third hollow metal main part ( 17; 57), rigidly connected to a metal base (16; 56). 7. The system (100, 200, 300) according to claim 5, characterized in that the elastic cushioning device (215, 255) is an elastomeric box containing at least two blocks of elastomeric material (215a, 215b) separated by a metal plate (215c) connected to the metal axis (215d), supported in a vertical position relative to it in the absence of stresses with the aim of connecting it to the vertical alignment device (211, 251). 8. The system (100, 200, 300) according to claim 1, characterized in that it comprises a horizontal alignment device (313, 353) of a horizontal coupling group (310, 350) connected to a vertical alignment device (311, 351), and a piston (314, 354) connected to the elastic shock-absorbing device (95a, 95b) of the car (90a, 90b) and equipped with a rod (314a) on which the vertical alignment device (311, 351) is fixedly mounted. 9. System (100, 200, 300) according to claim 8, characterized in that the horizontal alignment device (313) comprises a system of springs (313) actuated by at least one actuator. 10. The system (100, 200, 300) according to claim 1, characterized in that the first coupling group (10, 210, 310) and the second coupling group (50, 250, 350) contain the first and second end elements (18, 218 , 318, 218 '; 58, 258, 358, 358'), made with the possibility of complementary locking and containing a rigid main part provided with a first protrusion (18a, 218a, 318a, 218'a; 58a, 258a, 358a, 258'a ) protruding horizontally outward from the first or second coupling group (10, 210, 310; 50, 250, 350), and the second protrusion (18b, 218b, 318b, 218'b; 58b, 258b, 358b, 358'b), protruding horizontally into the first or second coupling group (10, 210, 310; 50, 250, 350), the first protrusions (18a, 218a, 318a, 218'a; 58a, 258a, 358a, 258'a) have sections complementary to the second protrusion (18b, 218b, 318b, 218'b; 58b, 258b, 358b, 358'b). 11. The system (100, 200, 300) according to claim 10, characterized in that the first and second protrusions (18a, 18b; 58a, 58b; 218a, 218b, 318a, 318b, 218'a, 258'b) have the form truncated cone. - 11 034828 - 12 034828 pneumatic and information connections, while the terminals (24a; 64a, 224a, 264a) are able to slide forward depending on the movement of the drive (22a; 62a, 222a, 262a) with perfect alignment of the coupling groups (10; 50, 210, 250). 12. The system (100, 200, 300) according to claim 1, characterized in that the first coupling group (10, 210) and the second coupling group (50, 250) contain at least a first mechanical device (21, 221) and a second mechanical device (61, 261) comprising grips configured to close / open in a configuration where the protrusions (18a, 18b; 58a, 58b; 218a, 218b, 258a, 258b) are connected / disconnected in a complementary manner depending on the control drive device. 13. The system (100, 200, 300) according to claim 10, characterized in that the protrusions (18a, 218a, 258a; 218b, 258a, 258b) accommodate the movable drive (22a, 222a, 62a, 262a) and the stationary device ( 22b, 222b, 62b, 262b) accommodating at least one second pneumatic compressed air connector, electrical connectors, and data connectors. 14. The system (100, 200, 300) according to claim 13, characterized in that the movable drive (22a; 62a, 222a, 262a) ends at least at the first terminal (24a; 64a, 224a, 264a) provided sockets (24aa, 24ab, 24ac, 24ad; 64aa, 64ab, 64ac, 64ad; 224aa, 224ab, 224ac), and the stationary device (22b; 62b, 222b, 262b) terminates at the second terminal (24b; 64b) provided with plugs ( 24ba, 24bb, 24bc, 24bd; 64ba, 64bb, 64bc, 64bd, 264ba, 264bb, 264bc) configured to connect to sockets (24aa, 24ab, 24ac, 24ad; 64aa, 64ab, 64ac, 64ad, 224aa, 224ab, 224ac) in order to implement electrical, 15. The system (100, 200, 300) according to claim 10, characterized in that the end elements (218, 258) contain a screw connection (270) to ensure compatibility between the coupling groups (210, 250) and the cars of the traditional type with traditional hooks . 16. The system (100, 200, 300) according to claim 10, characterized in that the end element (218 ′, 258 ′) contains at least two rotary locking / unlocking rods (218′s, 258′s) located in two opposite corners on the diagonal of the front surface (218'd, 258'd) of the terminal element (218 ', 258'), and two oval holes (218'e, 258'e) on the other two opposite corners on the other diagonal of the front surface ( 218'd, 258'd) in complementary positions relative to the rods (218's, 258'd). 17. The system (100, 200, 300) according to clause 16, characterized in that the rods (218'c) are connected to the rods (218'f) inside the terminal element (218 ') and are connected by metal bars (218'h), made with the possibility of independent rotation of one relative to the other by 90 ° by means of drives (218'g) during coupling of complementary protrusions (218'a, 258'b; 258'a, 218'b) of the terminal elements (218 ', 258'). 18. The system (100, 200, 300) according to claim 1, characterized in that said at least two sensors (19, 20; 59, 60) are located along one of the diagonals of the rigid main part of the terminal elements (18; 58).