JP2018537331A - Automatic connection and release system for vehicles moving on the railway network - Google Patents

Abstract

An automatic connection and release system (100, 200, 300) of at least a first vehicle (70, 80) and a second vehicle (90a, 90b) moving on a railway network, the first vehicle (70, 80) 80) at least one first hook group (10, 210, 310) and at least one second hook group (50, 250, 350) of the second vehicle (90a, 90b). At least one vertical alignment device (11a, 51a, 211; 251, 311) for vertical alignment of the first hook group and at least the second hook group (10, 210, 250; 50, 310, 350) 351), and the first and at least second hook groups (10, 210, 250; 50, 310, 350) are complementary interlocking coupling means (18; 58; 218, 258; 318, 358) configured to be connected and released from each other under the control of the information systems present in each vehicle (70, 80, 90a, 90b).
[Selection] Figure 2

Description

  The present invention relates to an automatic connection and release system for vehicles moving on a railway network. In particular, the present invention relates to an automatic connection and release system for vehicles moving on railway networks of the type of freight cars and rail cars, and towing means circulating on the tracks. It relates to one of the types defined as intelligent in the meaning of the terminology introduced for the wagon of the rail transport system with automatic train configuration described in patent number 0001416154.

  As is well known, the current connection and release movement between railway wagons requires the presence of an operator to connect the wagons, both in the traction component and the braking component, and possibly in an electric connection between them. It is executed by using the system. Such a system is not automatic and requires the presence of an operator.

Italian Patent No. 0001416154

  To attempt to solve this problem, automatic linkage systems similar to those originally designed by Schelfenberg have been developed, but their operation is such that one of the two vehicles is always stationary and the other. Is assumed to approach very slowly. They are therefore not suitable for specific applications such as the connection between moving carriages, since they do not have a system to check in advance for the presence of the connection. Also, the way in which some automatic couplers are developed makes them unsuitable for shipping goods that require extremely high tensions that generally cannot withstand certain associated stresses. Ultimately, current systems are not designed for frequent coupling and release operations, and in addition to traction couplings, pneumatic components for braking systems and electricity for services are not provided. Also, there is no electronic type of linkage between the systems connected in the linkage stage to allow the exchange of information between computer systems located on the two vehicles to be linked / separated. Nor is it provided with a remote system for confirmation that checks the connection such that the authentication procedure is always left to the operator.

  Furthermore, the coupling operation is not assisted by sensor components that manage the stage and correctness of the operation. Therefore, these systems are not capable of exchanging information when the computer system engages or separates the two vehicles, as is present in “intelligent” freight cars by the same applicant of the above patent. Furthermore, in known systems, existing circulating freight cars must be standardized for the conversion of a resilient linkage system to other freight cars in the vehicle group.

  The present invention can perform the necessary operations automatically with speed, safety and high reliability, and also during train acceleration where the system is applied as a result of coupling movements and very frequent releases. Railways with features that also allow elasticity between the two vehicles, easily adapt to existing circulating freight cars and thus overcome the limitations that still affect the above solutions with respect to known technology An object is to provide an automatic connection and release system for vehicles moving on a net. According to the present invention, there is provided an automatic connection and release system for a vehicle moving on a railway network according to claim 1.

  For a better understanding of the present invention, preferred embodiments will now be described by way of non-limiting example only with reference to the accompanying drawings. The description of the drawings is as follows.

FIG. 1 shows a schematic perspective view of a first embodiment of an automatic connection and release system for a vehicle traveling on a railway network in an engaged configuration according to the present invention. FIG. 2 shows a schematic perspective view of the first embodiment of the first and second hook groups of the automatic connection and release system for vehicles moving on the railway network according to the invention. 3A shows a schematic perspective view of a first embodiment of the vertical alignment device of the first and second hook groups of FIG. 2 according to the present invention. 3B shows a schematic perspective view of a first embodiment of the vertical alignment device of the first and second hook groups of FIG. 2 according to the present invention. 4A shows a schematic perspective view of the first hook group of FIG. 2 according to the present invention. FIG. 4B shows a schematic perspective view of the first hook group of FIG. 2 according to the present invention. FIG. 5 is a schematic perspective view of the second hook group of FIG. 2 according to the present invention. 6A is a schematic perspective view of a pair of end elements connected and separated from the hook group of FIG. 2 according to the present invention. 6B shows a schematic perspective view of a pair of end elements connected and separated from the hook group of FIG. 2 according to the present invention. FIG. 7 is a schematic top view of the first hook group of FIG. 2 according to the present invention. FIG. 8 is a schematic cross-sectional view of the second hook group of FIG. 2 according to the present invention. 9A shows a schematic perspective view of the plug or socket of the end element of FIG. 6 according to the present invention. 9B shows a schematic perspective view of the plug or socket of the end element of FIG. 6 according to the present invention. FIG. 10 shows a schematic diagram of two wagons including the hook group of FIG. 2 during a connecting operation according to the present invention. FIG. 11A shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11B shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11C shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11D shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 12A shows a schematic top view of a second embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 12B shows a schematic top view of a second embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 12C shows a three-dimensional view of the elastomeric box included in the system of FIG. 12A or 12B according to the present invention. FIG. 13A shows a schematic top view of a third embodiment of an automatic connection and release system for vehicles moving on a railway network. FIG. 13B shows a schematic top view of a third embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 14A shows a schematic perspective view of a second embodiment of a vertical alignment system of an automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 14B shows a schematic perspective view of a second embodiment of the vertical alignment system of the automatic connection and release system of vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 15A shows a schematic perspective view of a third embodiment of the vertical alignment system of the automatic connection and release system for vehicles moving on the railway network according to the invention. FIG. 15B shows a front view of the movement in successive steps. FIG. 16A shows a schematic top view of a horizontal arrangement of an automatic connection and release system for vehicles moving on the railway network of FIG. 13 according to the present invention. FIG. 16B shows a schematic front view of the horizontal arrangement device of the automatic connection and release system for vehicles moving on the railway network of FIG. 13 according to the present invention. FIG. 17A shows a schematic top view of a second embodiment of the first hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 17B shows a schematic perspective view of a second embodiment of the first hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 18A shows a schematic top view of a second embodiment of the second hook group of the automatic connection and release system for vehicles moving on the rail network of FIGS. 12 and 13 according to the present invention. 18B shows a schematic perspective view of a second embodiment of the second hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 19A shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. FIG. 19B shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. FIG. 19C shows a schematic view of the connecting step of the second embodiment of the hook group between FIG. 17 and FIG. 18 according to the present invention. FIG. 19D shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. 20A shows a schematic perspective view of the first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20B shows a schematic perspective view of first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20C shows a schematic perspective view of the first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20D shows a schematic perspective view of the first and second embodiments of the hook elements of the end element of FIGS. 17 and 18 according to the present invention. FIG. 21 shows a schematic perspective view of a third embodiment of the first group of automatic connection and release systems for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 22A shows a schematic view of the connecting step of the third embodiment of the hook group according to the invention. FIG. 22B shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 22C shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 22D shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 23 shows a three-dimensional schematic view of a third embodiment of the first group of hooks coupled to a conventional coupling system compatible with a traditional railcar according to the present invention. 24 shows a schematic top view of the connection step of the first hook group of FIG. 23 with a traditional connection system adapted to a traditional railway wagon according to the present invention.

  Referring to these figures, in particular, FIGS. 1 and 2 show a first embodiment of an automatic connection and release system for a vehicle moving on a railway network according to the present invention. More particularly, the automatic connection and release system 100 for vehicles moving on the railway network slides between two parallel vertical guides 11 configured to be fixed to the end of a first railway freight car, for example. First possible hook group 10 and attachable to first hook group 10 and configured to be fixed to the head of a second carriage or railway freight car for attachment to the first freight car or railway freight car A second hook group 50 slidable between two parallel vertical guides 51 formed. More particularly, the system 100 includes vertical alignment devices 11a and 51a, the first embodiment of which is shown in FIG. 3, including two parallel vertical guides 11 or 51, two vertical guides 11 or 51, respectively. Between the first support element 12 of the hook group 10 or the second support element 52 of the hook group 50.

  Conveniently, according to the present invention, as best shown in FIG. 3A, the support elements 12 and 52 are fixedly connected to the railroad rail rung on which the hooks 10 or 50 are mounted. Since it can slide along 11, 51 pairs, the system 100 is able to offset the significant height differences of the hook groups 10 or 50 in the vehicle / freight car operation. According to one aspect of the present invention, the sliding support elements 12 and 52 are not facing the crosspiece, but the surface 12a facing the crosspiece of the railway freight car on which the hook group 10 or 50 is mounted. , 52a, and a sliding plate having an inner surface 12b, 52b of the hook group 10 or 50, which plate air between the first and second carriages will become more apparent in the following description. Central through holes 12c and 52c for electrical connection, coupling, electrical and electronic passages.

  In accordance with one aspect of the present invention, the system 100 includes at least one rack and pinion motor (not shown) configured to drive up and down sliding of the hook group 10 or 50 by means of sliding support elements 12 and 52. Including. Conveniently, according to the present invention, the operation of the rack and pinion motor is controlled by coordination between computer systems on the freight car including the occurrence of engagement or disengagement. According to one aspect of the present invention, the first hook group 10 and the second hook group 50 are coupled together by pins 14 and 54 on the inner surfaces 12b and 52b of the sliding support elements 12 and 52, respectively. A pair of parallel horizontal blade portions 13 and 53 are included. Conveniently, according to the invention, the parallel horizontal vanes 13, 53 and pins 14, 54 can thus be moved with respect to the connection between the hook groups 10, 50 and the respective freight cars. All other elements constituting the hook groups 10 and 50 are restrained by the sliding support member elements 12 and 52, the blade portions 13 and 53, and the pins 14 and 54. Pins 14, 54 also provide rigidity to the entire hook group 10, 50 to ensure that the hook group 10, 50 can withstand tensile stresses.

  4 and 5 show that the first hook group 10 and the second hook group 50 absorb the mechanical stress that the hook assemblies 10, 50 receive during the operation and movement of the carriage on which it is placed. And including a device for resilient cushions 15a, 55a comprised of an integral body of elastomeric material 15, 55 inserted between vanes 12, 52 configured to be lowered. It is shown. A metal material holding and support base 16,56, which is configured to allow the pins 14,54 to slide with low friction, is disposed attached to the unitary body 15,55 and is united with it. Form the body. The hollow bodies 17, 57 have, for example, steel metal side walls and are rigidly joined to the trapezoidal shaped pins 14, 54 that terminate with an integral fastening device to the end elements 18, 58. Conveniently, according to the present invention, the integral body 15, 55 is located between the hook unit 10, 50 and the corresponding freight car installed thereon during the gear connection of the hook group 50, 10 installed on the freight car. It has a function of absorbing by reducing the mutual displacement.

  Conveniently, according to the present invention, the first end element 18 and the second end element 58 are configured to be coupled together in a complementary manner. A first embodiment of the two element ends 18 and 58 is shown in FIG. 6A in a combined configuration and in FIG. 6B in a separate configuration. In particular, according to one aspect of the present invention, the first end element 18 includes a first protrusion 18 a that protrudes horizontally outward from the first hook group 10, and an inner side of the first hook group 10. It is essentially constituted by a rigid body with a second projection 18b projecting horizontally towards. In a similar manner, the second end element 58 of the second hook group 50 includes a first protrusion 58a that projects horizontally toward the inside of the second hook group 50, and a second hook. It is essentially constituted by a rigid body with a second projection 58b projecting horizontally towards the outside of the group 50.

  Conveniently, according to the present invention, the protrusions 18a and 18b and 58a and 58b have portions such that the protrusion 18a is complementary to the protrusion 58a and the protrusion 18b is complementary to the protrusion 58b. In practice, 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, the engagement of the two hook assemblies 10, 50 can advantageously be achieved according to the invention. According to one aspect of the present invention, the first and second element ends 18 and 58 are metal and made of an elastomeric material that is somewhat thick and adapted to absorb shocks during the connecting operation between the freight cars. External surfaces 18c, 58c. In another aspect of the invention, the first and second element ends 18 and 58 have high resistance and ease of penetration of the wedge-shaped protrusions while securing movement between the freight cars to be hooked. Realized with other materials with low friction characteristics. In another aspect of the present invention, as an example, the first and second protrusions 18a and 18b, 58a and 58b have a truncated cone shape. According to another aspect of the present invention, the first and second protrusions 18a and 18b, 58a and 58b have a shape instead of the shape of a truncated cone.

  In another aspect of the present invention, each group of hooks 10 and 50 is logically two in the vicinity of the four corners of rigid bodies 18 and 58, overlapping along one of the diagonals of rigid bodies 18 and 58. Coupled one by one, configured to determine the horizontal and vertical distances and the range of variation of these distances, and to detect the relative positioning of the bodies 18 and 58 from moment to moment during the connecting operation between freight cars Sensors 19 and 20, 59 and 60. More particularly, the hook group 10 includes at least two efficiently functioning sensors 19 or 20 and the hook group 50 includes two corresponding sensors 59 or 60 functioning in an efficient manner. is necessary. Conveniently, according to the present invention, the sensor 19 or 20 present on the rigid body 18 of the first hook group 10 mounted on the first carriage is a dialog between computer systems on the freight car including connection and disconnection. Thus, the sensor 59 or 60 existing in the rigid main body 58 of the second hook group 50 placed on the second carriage can be queried or inquired. The two cross sensors 19 or 20 are similar to the two cross sensors 59 or 60 in that the distance between the hook groups 10 and 50 between them and the arrangement of the hook groups 10 and 50 between them in both horizontal and vertical directions. Configured to detect both. Conveniently, according to the present invention, each hook group 10, 50 has at least one sensor for detecting the distance and relative speed between the two freight cars connected by the hook, and the horizontal vibration and vertical position of the same hook group. Requires at least two diagonal sensors to detect. In this way, the computer system on the two wagons checks the speed, height, and vibration of the hooks so that the connection is possible in an appropriate manner based on the information received from the sensors. Can be processed.

  Further advantageously, according to the present invention, the first hook group 10 includes a first mechanical locking / unlocking device having a jaw 21, and the second hook group 50 is a second having a jaw 61. Both of which are secured in alignment with each other and with the projections 18a and 58b of the wedged projections 58a and 18b, respectively, The first and second hook groups 10 and 50 are configured to prevent detachment. The connection configuration of the system 100 shown in FIG. 1 corresponds to a configuration in which two freight cars connected by hooks can be separated from each other only after the request for execution of a cutting operation between the two freight cars has arrived. Conveniently, according to the invention, the jaws of the locking / unlocking mechanical device having the jaws 21 and 61 are configured to automatically close following completion of the approaching operation between the hooked wagons, after which As described above, the complementary protrusions 18a, 18b and 58a, 58b are connected together. Conveniently, according to the present invention, groups 10 and 50 each include an actuator device (not shown) configured to open and close the jaws of a mechanical device having jaws 21 and 61. As an example, the actuator device may be a spring device that snaps with a sensor signal in the coupling phase to close the jaws, and in the release phase the spring device is arranged to prepare the groups 10 and 50 for new engagement. It may be an electric motor or other suitable actuating device for recharging.

  Conveniently, according to the present invention, as shown in FIGS. 7 and 8, the protrusions 18a and 18b, 58a and 58b of the end elements 18 and 58 are respectively internally movable actuators 22a and 62a, such as, for example, bellows actuators. And a first carriage having a first hook group 10 and a first carriage configured to receive the fixing devices 22b and 62b for receiving the connectors 23a and 23b, 63a and 63b coming from the holes 12c and 52c, respectively. Includes air, electrical and electronic connections, such as electrical cables, data transmission connections and compressed air tubes, which allow connection between the second carts with the two hook groups 50 installed. In particular, movable actuators 22a and 62a terminate within protrusions 18a and 58a on equal ends 24a or 64a, and as an example, end 24a is shown in FIG. 9A. Similarly, anchoring devices 22b and 62b terminate within protrusions 18b and 58b on equal ends 24b or 64b, and by way of example, end 64b is shown in FIG. 9B. End 24a includes a socket that mates with a corresponding plug present at end 64b for electrical connection, compressed air, and data connection. Similarly, the end 24b comprises a plug adapted to be accommodated in the corresponding socket 64a on the end for the same connection of electrical energy, compressed air and data connection.

  Conveniently, according to the present invention, the ends 24a and 64a are connected to the projections of the rigid bodies 18 and 58 as described above, and after the jaw clamping operation, the sensors 19, 20, and 59, 60 After the hooks 10 and 50 are aligned with the signal, they can likewise slide forward thanks to the movement of the actuators 22a and 62a. In this way, electrical, electronic and pneumatic connections are provided when a mechanical connection between the hook groups 10 and 50 occurs. More particularly, according to one aspect of the present invention, the distal end 24a (similar to that of the distal end 64a) is a first socket 24aa through which a cable of electrical energy passes, a second carriage for moving the braking system. Second and third sockets 24ab and 24ac through which compressed air pipes for connection of air to the first carriage and a data type socket enhanced for passage of data connection cables, for example, are provided. It has a socket 24ad. Similarly, by way of example, end 24b (which is similar in configuration to that of end 64b) includes a suitable plug to be received in the corresponding socket at end 24a (or 64a for end 64). As shown in FIG. 9B, the end 24b has a first plug through which a cable of electrical energy passes, a first plug through which a compressed air pipe for connecting air between the second carriage and the first carriage to move the braking system passes. 2 and third plugs 24bb and 24bc, and a fourth plug 24bd, for example, an enhanced data type plug for passage through the data connection cable. The plugs present at the ends 24b and 64b provide an electrical connection between the two wagons, an electronic connection and a tire when the movable actuator 22a or 62a completes the insertion of the fixing device 22b or 62b. Complementary to sockets 24a and 64a on the ends.

  Furthermore, conveniently according to the present invention, as shown in FIGS. 3-5, the vertical guides 11 and 51 each include at least one camera 25a, 25b and 65a, 65b. More specifically, according to one aspect of the present invention, the left vertical guides 11 and 51 have cameras 25a and 65a fixed to their upper ends, and the right vertical guides 11 and 51 are at their lower ends. It has fixed cameras 25b and 65b. Conveniently, according to the present invention, at least the cameras 25a or 65a and 25b or 65b pairs included in the hook groups 10, 50 are detected by these cameras as assigned by the operator as specified below. It is necessary to certify that it is fixed based on the image, and that image can be stored in a computer system operated by the operator. During the connecting operation in use, the cart performing the fixed operation approaches the freight car connected to the hook, whether it stops in place or moves like a row to a moving vehicle group. To do. The condition of engagement is then checked by means of sensors and information from the station platform or locomotive. When moving, signals regarding the distance between the wagons from the sensor, the speed, the horizontal and vertical alignment of the hooks, and other useful parameters allow the freight car computer platform to command this engagement. And the end of the linking group is prepared to install additional protrusions. As shown in FIG. 10, if there is a difference in height between the freight cars and the ends 18 and 58 are not aligned, the actuators not shown in the figure will cause the first 18 and 58 to be aligned until the pins 18 and 58 are aligned. A vertical movement of one of the sliding plates 12 or 52 of the first or second hook group 10 or 50 is possible. After such alignment occurs, a connection is achieved between the complementary protrusions at the ends 18 and 58. At this point, the jaws are closed and the bellows actuator continues to protrude forward in the protrusion to allow electrical, compressed air and data cable connections. In particular, FIGS. 11A to 11D show the stages of connection of the ends 18 and 58: 1) alignment; 2) complementary protrusion interlocking; 3) jaw locking device jaw closure; 4) air tube And physical connection of electrical and electronic cables. Therefore, the freight car signal “fixed” is given to the control panel. Finally, the completion of the connecting operation was photographed by the cameras 25a, 25b, 65a, 65b, and the images with the frames hooked to the jaws are sent to the monitor that is expected to be in the driver's seat of the tow truck, The driver may visually confirm the occurrence of a complete coupling operation by verifying that the process is correct and certifying engagement in a manner provided by the process information system present on the tow vehicle. In the case of hooks between wagons for the construction of trains in the regular formation of peripheral systems, such as the current system at a station already described by the same applicant of the above patent, for example, the image is Sent there, the attending operator can authenticate and confirm their fixation. The image of the connection can then be stored on the system, where authentication of the connection is delegated (eg, to the towing vehicle, station, etc.). In the release operation, after confirming that the freight car has self-control, the pneumatic, electrical and electronic systems are shut off and subsequently the mechanical jaws are released. If the release operation is confirmed as successful, the carriage is removed.

  Conveniently, according to the present invention, the engagement / release phase can be caused by using an “intelligent” railway “intelligent” vehicle. In particular, the applicant has used the term “intelligent” vehicle to mean a freight carriage of a rail transport system having an automatic train configuration as described in the above-mentioned patent already issued to the applicant. Conveniently, according to the invention, the coupling is by both a vehicle group already equipped with a tow unit and a vehicle group in a configuration in which the functions normally operated from the tow vehicle unit are undertaken by the "master" wagon or station system. , Can occur for other isolated trolleys where a new vehicle population begins to form (in this case, the freight car hooked to the freight car is the “master”). In the function of driving, the “master” wagon or station system is shown only as “driving”. As an example, in the docking operation disclosed in past patents to achieve such an automatic configuration of the train relatively, the above sequence of operations is a fixed operation of the vehicle group in the configuration to other wagons Is initiated by a request issued to the isolated freight car. The trolley departs in the required direction and activates the sensors present in the first hook group to find the corresponding sensors in the second hook group of the other freight cars, for example by tracking them with a transponder. Is identified by the transmitted sensor code. The carriage to be hooked adjusts to alarm and engage itself to accept the same docking action. During the approach, the information provided by the pair of sensors on the two carriages is used by the freight car management system to determine and hook the distance between the freight cars and the approach speed. Near the contact, the presence of minimal alignment between the ends with protrusions is always determined through the sensor, confirming the relative position of the two devices horizontally or vertically, and the maximum deviation in the two directions in approach time And may be provided with the possibility of operating with an optimum alignment of the ends with protrusions, if necessary and by means of an actuator. If the alignment is confirmed positively, the approaching operation is permitted, and the insertion of the protruding portion into the complementary one is also permitted. After the mechanical movement of the thrust provided by the insertion of the protrusion into the complementary one, the two jaw elements that can fix the rigid body of the seat on the two freight cars connected by hooks automatically A release mechanism that closes can be activated. When jaw fixation occurs, the control system allows for the insertion of braking system pneumatic attachments, electrical and electronic connections, for example by actuators acting on the ends. Once the complete execution of the operation and the effectiveness of all connections (mechanical, pneumatic, electrical, electronic) are confirmed, the wagon connected to the hook is changed from the isolated one connected to the hook to the hook. Switch to connected freight car management and pass freight car management control to drive the vehicle group. The operator responsible for the authentication of the engagement is warned by an appropriate screen message and formally acknowledges the completion of the process after viewing the surveillance camera image. The same image is properly stored for future viewing for inspection and is controlled with an indication of the relevant operator of the freight car that has confirmed date, time and operation.

  The release operation begins with a command sent from the tow vehicle to the two freight cars to be removed, causing a sequence of actions leading to the separation of the freight car. The freight car to be separated from the vehicle group asks the freight car to be released for confirmation of release by a sensor that confirms the identity of the freight car. When confirmation is obtained, the released freight car acquires the freight car's self-control and activates a freight car control switch from the one connected to the hook to the blocked one. Both wagons actuate actuators to break the air, electrical and electronic connections. After this movement confirmed from one freight car is finished, the actuator is started to open the jaw element and block the freight car. This action also loads a mechanical element to allow subsequent manipulation of engagement.

  FIG. 12 shows a second embodiment of the automatic connection and release system for vehicles moving on the railway network according to the invention. More particularly, a second implementation of an automatic connection and release system 200 for a vehicle moving on the rail network shown in FIG. 12A of the portion relating to the first circulating vehicle 70, such as a railcar wagon lacking a buffer. Aspects include a first hook group 210, a vertical alignment device 211 to which the first hook group 210 is coupled, and a device for a resilient buffer 215 coupled to the vertical alignment device 211. The second hook group 250 of the system 200 coupled to the second circulating vehicle 80 shown in FIG. 12B has the same configuration as the first hook group 210.

  Advantageously, according to the present invention, the resilient shock absorber 215, shown in more detail in FIG. 12C, similar to the resilient shock absorber 255 of the second hook group 250, is an elastomeric box. An elastomeric box is a metal box that contains two elastomeric material blocks 215a and 215b separated by a metal plate 215c in its interior, and when subjected to tensile or compressive stress, it exerts a force on the elastomeric material. It is something to convey. The metal plate 215c is coupled to a vertical alignment device 211 in the absence of stress and is connected to a metal shaft 215d that is held in a vertical position relative thereto.

  FIGS. 13A and 13B show, for example, automatic connection of vehicles moving on the railway network in portions relating to the first circulating vehicle 90a and the second circulating vehicle 90b of the railway freight cars having buffers 91a and 91b, respectively. And a third embodiment of the release system 300 is shown. The system 300 of FIG. 13A includes a first hook group 310, a vertical alignment device 311 to which the first hook group 300 is connected, a horizontal alignment device 313 to which the vertical alignment device 311 is connected, and a piston 314. Including. In this case, the circulating medium 90a also includes a resilient buffer 95a device to which the piston 314 of the system 300 is coupled. The second hook group 350 of the system 300 coupled to the second circulating vehicle 90 b shown in FIG. 13B has the same configuration as the first hook group 310.

  Second and third embodiments 200 and 300 include a second embodiment of a vertical alignment device. In particular, although shown in FIG. 14, the vertical alignment device 211, where the same description applies equally to the devices 251, 311, 351, 211a, is slidable between the support elements or plates 211b to which the hook group 200 is bound. A pair of vertical guides. Thanks to the vertical alignment devices 211 and 251 of the system 200 and the devices 311 and 351 of the system 300, the significant height of the hook group 210, or 250, or 310, or 350 during operation between the vehicles / trucks. It is possible to compensate for the difference. More specifically, the vertical guides of the vertical alignment devices 211, 251, 311, and 351 are fixed to the hook groups 210, 250, 310, and 350, respectively. The dynamic support element is fixed to a resilient buffer 215 or 251 device, and in the case of a vertical alignment device 311 or 351 to a bar coming from the piston 314 or 354. FIG. 14A shows in particular the sliding support element 211b in the upward sliding configuration, and FIG. 14B shows the sliding support element 211b in the downward sliding configuration, and the hook group 210 fixed to the sliding support element 211b. Allows up and down displacement. The same applies to the vertical alignment devices 251, 311, 351, with the necessary changes.

  According to the third embodiment, as shown in FIG. 15, the vertical alignment device 211, as well as 251, 311 and 351 are made as a double pendulum. In particular, with respect to device 211 as an example, device 211 is a first flat configured to be hooked to hook group 210, which also applies to devices 251, 311, 351 having appropriately modified reference numbers. Element 211aa and a second flat element 211aa configured to couple to resilient shock absorber 215. Each flat element 211aa and 211aab has at least four upper coupling elements 211ab between which the upper rod 216a is rotatably connected and at least four lower parts between which the lower rod 216b is rotated. A coupling element 211ac is provided inside. As shown in FIG. 15B, during the hooking phase of the two circulating vehicle hook groups between them, the upper rod 216a and the lower rod 216b move around the upper coupling element 211ab and the lower coupling element 211ac. Rotate and pass from a horizontal position (FIG. 15BA) to a tilted position (FIG. 15BB) by counterclockwise rotation and back again to the horizontal position (FIG. 15BC) and finally by clockwise rotation (FIG. 15BD) Reach the tilted position. In essence, the double pendulum mechanism allows the device 211 hooked to the hook group to allow continuous adjustment of the vertical alignment between the hook groups of the two hooked vehicles.

  In FIG. 16, an embodiment of the horizontal alignment device 313 of the system 300 is shown in front and plan views. Usually, using elastic shock absorbers 95a and 95b already present in a freight car connected to a rigid bar for connection rotating at the hub (see FIG. 16B), for example, bend a curve or replace the switch In this case, free horizontal movement is possible, adapting to the operating conditions of the wagon movement, and ensuring that the horizontal alignment of the bars aligns the hooks to that of the other wagons during the hooking phase. As such, this type of mechanism allows alignment of the first hook group 310 of the freight car 90a on the second hook group 350 of the other freight car 90b during the coupling phase. A system of springs 313a actuated by an actuator not shown allows proper positioning of the hook groups at various operating conditions and creates alignment between the different hook groups. In addition, the same hook group is typically in a retracted position with respect to the protrusion of the buffer 91a, so that it is necessary to connect to the vertical alignment device 311 and is a traction connection docked with a joint articulated at 96a. The piston 314 with the plunger 314a inserted into the bar can exit the first hook group during the coupling phase, allowing a block between the hook groups of the freight car and retracting with the appropriate force, The freight car can be tightened to compress the buffer 91a to ensure a reliable docking operation.

  FIG. 17 shows an embodiment of the first hook group 210. In particular, according to one aspect of the present invention, the first hook group 210 includes a first protrusion 218 a that protrudes horizontally toward the outside of the first hook group 210, and an inner side of the first hook group 210. Including a first end element 218 essentially constituted by a rigid body with a second protrusion 218b projecting horizontally toward the end. Similarly, the second hook group 250 of the second vehicle shown in FIG. 18 includes a first protrusion 258 a and a second protrusion that protrude horizontally toward the inside of the second hook group 250. A terminal element 258 essentially constituted by a rigid body with a second projection 258b that projects horizontally towards the outside of the hook group 250. Conveniently, according to the present invention, the protrusions 218a and 218b, 258a and 258b have portions such that the protrusion 218a is complementary to the protrusion 258a and the protrusion 218b is complementary to the protrusion 258b. Actually, 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, the connection between the two hook groups 210 and 250 is advantageously realized according to the invention. In another aspect of the present invention, the first and second end elements 218 and 258 have high resistance and ease of penetration of the wedge-shaped protrusion during the locking operation between the freight cars to be fixed. Realized with a material with low friction characteristics. In another aspect of the present invention, as an example, the first and second protrusions 218a and 218b, 258a and 258b have a truncated cone shape. According to another aspect of the invention, the first and second protrusions 218a and 218b, 258a and 258b have a shape that is an alternative to the shape of a truncated cone.

  The description with respect to FIGS. 17 and 18 may be deemed to apply with respect to the hook groups 310 and 350, with the necessary changes. In addition, the hook groups of the second and third embodiments 200 and 300 of the system determine the horizontal and vertical distances and the range of variation of these distances, and the relative of the groups between those hooks from moment to moment. Including a sensor (not shown) configured to detect the correct positioning during the connecting operation between the freight cars. According to one aspect of the invention, alternative sensor systems (eg, image processing) for determining distance and velocity can be used alternately. Further advantageously, according to the present invention, the first hook group 210 includes a first mechanical device having a jaw 221 and the second hook group 250 has a second mechanical having a jaw 261. Both of which are secured together when placed in alignment with each other and the protrusions 218a and 258b of the wedged protrusions 258a and 218b, respectively. It is configured to prevent the two hook groups 210 and 250 from being detached.

  The connection stage of the two hook groups 210 and 250 is shown in FIG. Conveniently, according to the present invention, the jaws of the mechanical locking / unlocking device having the jaws 221 and 261 are configured to automatically close to complete the approaching operation between the hooked wagons, after which As already mentioned above, the complementary protrusions 218a, 218b and 258a, 258b are connected together. Conveniently, according to the present invention, groups 210 and 250 each include an actuator device (not shown) configured to open and close the jaws of a mechanical locking / unlocking device having jaws 221 and 261, respectively. As an example, the actuator device may be a pneumatic mechanism that closes the jaws when actuated by computer system commands present in the freight car and sensor signals in the coupling phase and the same mode opens the jaws in the release phase. Good. The actuation mechanism can be implemented in different ways, for example with a hydraulic system, an electric motor, or other actuator device suitable for securing the groups 210 and 250. Conveniently, according to the present invention, as shown in FIGS. 17 and 18, the protrusions 218a and 218b, 258a and 258b of the end elements 218 and 258 are respectively internally movable actuators 222a and 262a, such as, for example, bellows actuators. And the first freight car in which the first hook group 210 is installed and the second freight car in which the second hook group 250 is installed, for example, electric wire, data transmission connection and compressed air An attachment component, such as a tube, is configured to receive a fixation device 222b and 262b for receiving pneumatic, electrical and electronic components, respectively. In particular, as best shown in FIG. 20, movable actuators 222a and 262a terminate within projections 218a and 258a equally on male ends 224a or 264a. Similarly, the fixation devices 222b and 262b terminate within the protrusions 218b and 258b equally on the female ends 224b and 264b. End 224a includes a matching socket corresponding to the housing of the plug on end 264b for electrical connection, compressed air and data connection. Similarly, end 224b includes a plug that is adapted to be received in a corresponding socket on end 264a for the same connection of electrical energy, compressed air, and data. Conveniently, according to the present invention, thanks to the actuators 222a and 262a, after the actual occurrence of the alignment of the hook groups 210 and 250 after connecting the projections of the rigid bodies 218 and 258 as described above and the jaws closed. , End 224a and likewise 264a may scroll forward. Thus, if a mechanical connection occurs between the hook groups 210 and 250, an electrical, electronic and pneumatic connection is provided.

  More particularly, according to one aspect of the invention, as shown in FIGS. 20A and 20B, the distal end 224a (similar to the configuration of the distal end 264a) is a first socket 224aa, through which a cable of electrical energy passes, In order to move the braking system, the second socket 224ab to which the compressed air pipe for connecting the air of the second wagon and the first freight car is connected, and for example enhanced for the passage of the data connecting cable A third socket 224ac that is a data type socket is included. Similarly, by way of example, the end 264b (similar to the configuration of the end 224b) includes a pin suitable to be received in the corresponding socket at the end 224a (or 264a in the case of the end 224b). The end 264b is a first plug 264ba through which an electric energy cable passes, and a second plug through which a compressed air pipe for connecting air between the second wagon and the first freight car passes to move the braking system. H.264bb and a third plug 264bc, for example a data type plug augmented for the passage of a data connection cable. Plugs present at the ends 224b and 264b allow the end 224a to provide an electrical, electronic and pneumatic connection between the two wagons when the movable actuator 222a or 262a completes the insertion of the locking device 222b or 262b. And complementary to the socket on 264a. According to one aspect of the present invention, as shown in FIGS. 20C and 20D, the ends 224a, 264a, 224b, 264b do not include electrical connections that can be placed in front of the hooks of the seat 264c. In either case, as shown in FIGS. 20A and 20B, the passage of current is only supplied at the hook group after proper physical engagement of the hook group occurs to avoid sparking. It is. Conveniently, according to the present invention, the end elements 218, 258 may include threaded connections 270 for compatibility between the hook groups 210, 250 and traditional types of freight cars with conventional hooks. The same is true for hook groups 310 and 350.

  FIG. 21 shows, by way of example, a second embodiment of the end element 218 ′ of the first hook group 210 of the system 200. The same type of embodiment also applies to the hook groups 250, 310 and 350 described above. The end element 218 ′ is in addition to all other components already described in the case of the end element 218 having a jaw, in addition to the hook jaw having the second end element 258 ′ shown in FIG. It includes a different torsion latch engagement mechanism 221 ′ that is a variation. In particular, the end element 218 ′ has two twist-type anchors used to fix a conventional container placed at two opposing corners along the diagonal of the front surface of the front surface 218′d of the end element 218 ′. 218'c and two other elliptical holes 218'e at the other two opposite corners along the other diagonal of the front surface 218'd. The collar 218'c is a rod internally with respect to the end element 218 ', as shown best in FIG. 22, in the connection of the complementary projections of the two end elements of the two hook groups and the subsequent fixing step. 218'f coupled to the air or hydraulic actuator 218'g, independent of each other or by electricity, or acting on the rod 218'f to cause rotation of the rod 218'c to be synchronous By being connected to each other by metal bars 218'h allowing movement, they are free to rotate at 90 °. Since the end element 258 ′ is actually in the hole 258′e in a position complementary to the heel 218′c, the heel 218 ′ enters the hole 258′e and the two end elements 218 ′ and 258 Block rotation of '. In the release phase, circulation occurs in the reverse direction and the soot can exit the hole.

  FIG. 22 shows the stage of joining and separating the two end elements 218 'and 258'. FIG. 22A represents 218 of two end elements 218 'and 258' that are still separated in the approach phase. FIG. 22B represents the step of joining end elements 218 'and 258'. FIG. 22C represents the twist hook stage of the end elements 218 'and 258'. FIG. 22D represents the electrical type connection, data and air connection stages.

  For clarity, FIG. 23 and FIG. 24 show, as an example, FIG. 21 connected to a traction rod 96a that is compatible with a conventional connection system or a traditional railway wagon 90a for connection to another wagon 90b. The first hook group 218 ′ is shown. Further advantageously, according to the present invention, the systems 200 and 300 each include at least one camera or at least one pair of cameras arranged to view the coupling elements, as specified below. This is necessary to allow the attending operator to certify that they have been fixed based on images detected by the camera that can also be stored on the computer system operated by the employee. During a connecting operation in use, a freight car performing a fixed movement approaches a freight car that is in place or moving, for example in a row of moving vehicle groups, and hooked. Then the conditions of engagement and information from this platform on the station or locomotive can be checked through sensors. When in motion, the freight car computer platform can command this engagement, with signals regarding the distance between the wagons from the sensor, speed, horizontal and vertical alignment of the hooks, and other useful parameters, The end of the hook group is provided for installing additional protrusions. When alignment occurs, ligation is achieved between the complementary projections at the ends. At this point or when the jaws are closed, the electrical bellows, compressed air and data can be connected, or the torsion mechanism is activated and the connection is made so that the actuator bellows moves forward in the projection. Continue on to.

  For a type 300 system, the first piston 314 pushes forward the hook group 310 and contracts to create compression between the buffers 91a while the freight car is running, based on the jaws or twisted fixation. Thus, a fixed freight car signal is provided to the control panel. Finally, when the docking operation is completed, the images that make up the part where each jaw taken by the camera is docked or twisted and fixed are expected to be present in the driver's seat of the tow vehicle. The driver visually checks the complete operation to connect to the hook, and the process is properly identified and verified by the process provided by the process information system present in the tow vehicle. May be. In the release operation, after confirming that the freight car has self-control, the air, electrical and electronic systems can be shut off and subsequently release the jaws or mechanical twist. After confirming the successful release operation, the wagon is removed. Therefore, the three embodiments of the systems 100, 200 and 300 can be used in both traditional carts with “intelligent” wagons, thanks to the sensor system, camera and computer, As with group release, hooking and full alignment support can be conveniently controlled on the fly. Therefore, the automatic connection and release system for vehicles traveling on the railway network of the present invention has speed, safety and high reliability, and is also necessary as a result of connection operation and very frequent release. The operation can be executed automatically.

  Another advantage of the automatic connection and release system for vehicles traveling over the railway network of the present invention is to ensure the elasticity of movement between circulating means connected in both compression and traction. . A further advantage of the automatic connection and release system for vehicles traveling on the rail network of the present invention is that it ensures vertical and horizontal alignment between circulating vehicles connected both stationary and in stroke. is there. Finally, the automatic connection and release system for vehicles moving on the rail network of the present invention is a success factor that facilitates rail transport.

  Finally, the automatic connection and release system for vehicles moving on the rail network described here with reference to the figures can be modified and modified without departing from the scope of protection of the invention as defined in the appended claims. Obviously we can do it.

  The present invention relates to an automatic connection and release system for vehicles moving on a railway network. In particular, the present invention relates to an automatic connection and release system for vehicles moving on railway networks of the type of freight cars and rail cars, and towing means circulating on the tracks. It relates to one of the types defined as intelligent in the meaning of the terminology introduced for the wagon of the rail transport system with automatic train configuration described in patent number 0001416154.

  As is well known, the current connection and release movement between railway wagons requires the presence of an operator to connect the wagons, both in the traction component and the braking component, and possibly in an electric connection between them. It is executed by using the system. Such a system is not automatic and requires the presence of an operator.

Italian Patent No. 0001416154 German Patent No. 1113720

  To attempt to solve this problem, automatic linkage systems similar to those originally designed by Schelfenberg have been developed, but their operation is such that one of the two vehicles is always stationary and the other. Is assumed to approach very slowly. They are therefore not suitable for specific applications such as the connection between moving carriages, since they do not have a system to check in advance for the presence of the connection. Also, the way in which some automatic couplers are developed makes them unsuitable for shipping goods that require extremely high tensions that generally cannot withstand certain associated stresses. Ultimately, current systems are not designed for frequent coupling and release operations, and in addition to traction couplings, pneumatic components for braking systems and electricity for services are not provided. Also, there is no electronic type of linkage between the systems connected in the linkage stage to allow the exchange of information between computer systems located on the two vehicles to be linked / separated. Nor is it provided with a remote system for confirmation that checks the connection such that the authentication procedure is always left to the operator.

  Furthermore, the coupling operation is not assisted by sensor components that manage the stage and correctness of the operation. Therefore, these systems are not capable of exchanging information when the computer system engages or separates the two vehicles, as is present in “intelligent” freight cars by the same applicant of the above patent. Furthermore, in known systems, existing circulating freight cars must be standardized for the conversion of a resilient linkage system to other freight cars in the vehicle group.

  A solution to these problems can be found in DE 1113720 which describes the connection between two hook groups of two different vehicles with a vertical alignment device. Anyway, the problem with this solution is that concatenation cannot be performed in automatic mode.

  The present invention can perform the necessary operations automatically with speed, safety and high reliability, and also during train acceleration where the system is applied as a result of coupling movements and very frequent releases. Railways with features that also allow elasticity between the two vehicles, easily adapt to existing circulating freight cars and thus overcome the limitations that still affect the above solutions with respect to known technology An object is to provide an automatic connection and release system for vehicles moving on a net. According to the present invention, there is provided an automatic connection and release system for a vehicle moving on a railway network according to claim 1.

  For a better understanding of the present invention, preferred embodiments will now be described by way of non-limiting example only with reference to the accompanying drawings. The description of the drawings is as follows.

FIG. 1 shows a schematic perspective view of a first embodiment of an automatic connection and release system for a vehicle traveling on a railway network in an engaged configuration according to the present invention. FIG. 2 shows a schematic perspective view of the first embodiment of the first and second hook groups of the automatic connection and release system for vehicles moving on the railway network according to the invention. 3A shows a schematic perspective view of a first embodiment of the vertical alignment device of the first and second hook groups of FIG. 2 according to the present invention. 3B shows a schematic perspective view of a first embodiment of the vertical alignment device of the first and second hook groups of FIG. 2 according to the present invention. 4A shows a schematic perspective view of the first hook group of FIG. 2 according to the present invention. FIG. 4B shows a schematic perspective view of the first hook group of FIG. 2 according to the present invention. FIG. 5 is a schematic perspective view of the second hook group of FIG. 2 according to the present invention. 6A is a schematic perspective view of a pair of end elements connected and separated from the hook group of FIG. 2 according to the present invention. 6B shows a schematic perspective view of a pair of end elements connected and separated from the hook group of FIG. 2 according to the present invention. FIG. 7 is a schematic top view of the first hook group of FIG. 2 according to the present invention. FIG. 8 is a schematic cross-sectional view of the second hook group of FIG. 2 according to the present invention. 9A shows a schematic perspective view of the plug or socket of the end element of FIG. 6 according to the present invention. 9B shows a schematic perspective view of the plug or socket of the end element of FIG. 6 according to the present invention. FIG. 10 shows a schematic diagram of two wagons including the hook group of FIG. 2 during a connecting operation according to the present invention. FIG. 11A shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11B shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11C shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 11D shows a schematic diagram of the connecting step of the hook group of FIG. 2 according to the present invention. FIG. 12A shows a schematic top view of a second embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 12B shows a schematic top view of a second embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 12C shows a three-dimensional view of the elastomeric box included in the system of FIG. 12A or 12B according to the present invention. FIG. 13A shows a schematic top view of a third embodiment of an automatic connection and release system for vehicles moving on a railway network. FIG. 13B shows a schematic top view of a third embodiment of the automatic connection and release system for vehicles moving on the railway network. FIG. 14A shows a schematic perspective view of a second embodiment of a vertical alignment system of an automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 14B shows a schematic perspective view of a second embodiment of the vertical alignment system of the automatic connection and release system of vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 15A shows a schematic perspective view of a third embodiment of the vertical alignment system of the automatic connection and release system for vehicles moving on the railway network according to the invention. FIG. 15B shows a front view of the movement in successive steps. FIG. 16A shows a schematic top view of a horizontal arrangement of an automatic connection and release system for vehicles moving on the railway network of FIG. 13 according to the present invention. FIG. 16B shows a schematic front view of the horizontal arrangement device of the automatic connection and release system for vehicles moving on the railway network of FIG. 13 according to the present invention. FIG. 17A shows a schematic top view of a second embodiment of the first hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 17B shows a schematic perspective view of a second embodiment of the first hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 18A shows a schematic top view of a second embodiment of the second hook group of the automatic connection and release system for vehicles moving on the rail network of FIGS. 12 and 13 according to the present invention. 18B shows a schematic perspective view of a second embodiment of the second hook group of the automatic connection and release system for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 19A shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. FIG. 19B shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. FIG. 19C shows a schematic view of the connecting step of the second embodiment of the hook group between FIG. 17 and FIG. 18 according to the present invention. FIG. 19D shows a schematic view of the connecting step of the second embodiment of the hook group between FIGS. 17 and 18 according to the present invention. 20A shows a schematic perspective view of the first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20B shows a schematic perspective view of first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20C shows a schematic perspective view of the first and second embodiments of the end element hook group of FIGS. 17 and 18 according to the present invention. FIG. 20D shows a schematic perspective view of the first and second embodiments of the hook elements of the end element of FIGS. 17 and 18 according to the present invention. FIG. 21 shows a schematic perspective view of a third embodiment of the first group of automatic connection and release systems for vehicles moving on the railway network of FIGS. 12 and 13 according to the present invention. FIG. 22A shows a schematic view of the connecting step of the third embodiment of the hook group according to the invention. FIG. 22B shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 22C shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 22D shows a schematic view of the connecting step of the third embodiment of the hook group according to the present invention. FIG. 23 shows a three-dimensional schematic view of a third embodiment of the first group of hooks coupled to a conventional coupling system compatible with a traditional railcar according to the present invention. 24 shows a schematic top view of the connection step of the first hook group of FIG. 23 with a traditional connection system adapted to a traditional railway wagon according to the present invention.

  Referring to these figures, in particular, FIGS. 1 and 2 show a first embodiment of an automatic connection and release system for a vehicle moving on a railway network according to the present invention. More particularly, the automatic connection and release system 100 for vehicles moving on the railway network slides between two parallel vertical guides 11 configured to be fixed to the end of a first railway freight car, for example. First possible hook group 10 and attachable to first hook group 10 and configured to be fixed to the head of a second carriage or railway freight car for attachment to the first freight car or railway freight car A second hook group 50 slidable between two parallel vertical guides 51 formed. More particularly, the system 100 includes vertical alignment devices 11a and 51a, the first embodiment of which is shown in FIG. 3, including two parallel vertical guides 11 or 51, two vertical guides 11 or 51, respectively. Between the first support element 12 of the hook group 10 or the second support element 52 of the hook group 50.

  Conveniently, according to the present invention, as best shown in FIG. 3A, the support elements 12 and 52 are fixedly connected to the railroad rail rung on which the hooks 10 or 50 are mounted. Since it can slide along 11, 51 pairs, the system 100 is able to offset the significant height differences of the hook groups 10 or 50 in the vehicle / freight car operation. According to one aspect of the present invention, the sliding support elements 12 and 52 are not facing the crosspiece, but the surface 12a facing the crosspiece of the railway freight car on which the hook group 10 or 50 is mounted. , 52a, and a sliding plate having an inner surface 12b, 52b of the hook group 10 or 50, which plate air between the first and second carriages will become more apparent in the following description. Central through holes 12c and 52c for electrical connection, coupling, electrical and electronic passages.

  In accordance with one aspect of the present invention, the system 100 includes at least one rack and pinion motor (not shown) configured to drive up and down sliding of the hook group 10 or 50 by means of sliding support elements 12 and 52. Including. Conveniently, according to the present invention, the operation of the rack and pinion motor is controlled by coordination between computer systems on the freight car including the occurrence of engagement or disengagement. According to one aspect of the present invention, the first hook group 10 and the second hook group 50 are coupled together by pins 14 and 54 on the inner surfaces 12b and 52b of the sliding support elements 12 and 52, respectively. A pair of parallel horizontal blade portions 13 and 53 are included. Conveniently, according to the invention, the parallel horizontal vanes 13, 53 and pins 14, 54 can thus be moved with respect to the connection between the hook groups 10, 50 and the respective freight cars. All other elements constituting the hook groups 10 and 50 are restrained by the sliding support member elements 12 and 52, the blade portions 13 and 53, and the pins 14 and 54. Pins 14, 54 also provide rigidity to the entire hook group 10, 50 to ensure that the hook group 10, 50 can withstand tensile stresses.

  4 and 5 show that the first hook group 10 and the second hook group 50 absorb the mechanical stress that the hook assemblies 10, 50 receive during the operation and movement of the carriage on which it is placed. And including a device for resilient cushions 15a, 55a comprised of an integral body of elastomeric material 15, 55 inserted between vanes 12, 52 configured to be lowered. It is shown. A metal material holding and support base 16,56, which is configured to allow the pins 14,54 to slide with low friction, is disposed attached to the unitary body 15,55 and is united with it. Form the body. The hollow bodies 17, 57 have, for example, steel metal side walls and are rigidly joined to the trapezoidal shaped pins 14, 54 that terminate with an integral fastening device to the end elements 18, 58. Conveniently, according to the present invention, the integral body 15, 55 is located between the hook unit 10, 50 and the corresponding freight car installed thereon during the gear connection of the hook group 50, 10 installed on the freight car. It has a function of absorbing by reducing the mutual displacement.

  Conveniently, according to the present invention, the first end element 18 and the second end element 58 are configured to be coupled together in a complementary manner. A first embodiment of the two element ends 18 and 58 is shown in FIG. 6A in a combined configuration and in FIG. 6B in a separate configuration. In particular, according to one aspect of the present invention, the first end element 18 includes a first protrusion 18 a that protrudes horizontally outward from the first hook group 10, and an inner side of the first hook group 10. It is essentially constituted by a rigid body with a second projection 18b projecting horizontally towards. In a similar manner, the second end element 58 of the second hook group 50 includes a first protrusion 58a that projects horizontally toward the inside of the second hook group 50, and a second hook. It is essentially constituted by a rigid body with a second projection 58b projecting horizontally towards the outside of the group 50.

  Conveniently, according to the present invention, the protrusions 18a and 18b and 58a and 58b have portions such that the protrusion 18a is complementary to the protrusion 58a and the protrusion 18b is complementary to the protrusion 58b. In practice, 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, the engagement of the two hook assemblies 10, 50 can advantageously be achieved according to the invention. According to one aspect of the present invention, the first and second element ends 18 and 58 are metal and made of an elastomeric material that is somewhat thick and adapted to absorb shocks during the connecting operation between the freight cars. External surfaces 18c, 58c. In another aspect of the invention, the first and second element ends 18 and 58 have high resistance and ease of penetration of the wedge-shaped protrusions while securing movement between the freight cars to be hooked. Realized with other materials with low friction characteristics. In another aspect of the present invention, as an example, the first and second protrusions 18a and 18b, 58a and 58b have a truncated cone shape. According to another aspect of the present invention, the first and second protrusions 18a and 18b, 58a and 58b have a shape instead of the shape of a truncated cone.

  In another aspect of the present invention, each group of hooks 10 and 50 is logically two in the vicinity of the four corners of rigid bodies 18 and 58, overlapping along one of the diagonals of rigid bodies 18 and 58. Coupled one by one, configured to determine the horizontal and vertical distances and the range of variation of these distances, and to detect the relative positioning of the bodies 18 and 58 from moment to moment during the connecting operation between freight cars Sensors 19 and 20, 59 and 60. More particularly, the hook group 10 includes at least two efficiently functioning sensors 19 or 20 and the hook group 50 includes two corresponding sensors 59 or 60 functioning in an efficient manner. is necessary. Conveniently, according to the present invention, the sensor 19 or 20 present on the rigid body 18 of the first hook group 10 mounted on the first carriage is a dialog between computer systems on the freight car including connection and disconnection. Thus, the sensor 59 or 60 existing in the rigid main body 58 of the second hook group 50 placed on the second carriage can be queried or inquired. The two cross sensors 19 or 20 are similar to the two cross sensors 59 or 60 in that the distance between the hook groups 10 and 50 between them and the arrangement of the hook groups 10 and 50 between them in both horizontal and vertical directions. Configured to detect both. Conveniently, according to the present invention, each hook group 10, 50 has at least one sensor for detecting the distance and relative speed between the two freight cars connected by the hook, and the horizontal vibration and vertical position of the same hook group. Requires at least two diagonal sensors to detect. In this way, the computer system on the two wagons checks the speed, height, and vibration of the hooks so that the connection is possible in an appropriate manner based on the information received from the sensors. Can be processed.

  Further advantageously, according to the present invention, the first hook group 10 includes a first mechanical locking / unlocking device having a jaw 21, and the second hook group 50 is a second having a jaw 61. Both of which are secured in alignment with each other and with the projections 18a and 58b of the wedged projections 58a and 18b, respectively, The first and second hook groups 10 and 50 are configured to prevent detachment. The connection configuration of the system 100 shown in FIG. 1 corresponds to a configuration in which two freight cars connected by hooks can be separated from each other only after the request for execution of a cutting operation between the two freight cars has arrived. Conveniently, according to the invention, the jaws of the locking / unlocking mechanical device having the jaws 21 and 61 are configured to automatically close following completion of the approaching operation between the hooked wagons, after which As described above, the complementary protrusions 18a, 18b and 58a, 58b are connected together. Conveniently, according to the present invention, groups 10 and 50 each include an actuator device (not shown) configured to open and close the jaws of a mechanical device having jaws 21 and 61. As an example, the actuator device may be a spring device that snaps with a sensor signal in the coupling phase to close the jaws, and in the release phase the spring device is arranged to prepare the groups 10 and 50 for new engagement. It may be an electric motor or other suitable actuating device for recharging.

  Conveniently, according to the present invention, as shown in FIGS. 7 and 8, the protrusions 18a and 18b, 58a and 58b of the end elements 18 and 58 are respectively internally movable actuators 22a and 62a, such as, for example, bellows actuators. And a first carriage having a first hook group 10 and a first carriage configured to receive the fixing devices 22b and 62b for receiving the connectors 23a and 23b, 63a and 63b coming from the holes 12c and 52c, respectively. Includes air, electrical and electronic connections, such as electrical cables, data transmission connections and compressed air tubes, which allow connection between the second carts with the two hook groups 50 installed. In particular, movable actuators 22a and 62a terminate within protrusions 18a and 58a on equal ends 24a or 64a, and as an example, end 24a is shown in FIG. 9A. Similarly, anchoring devices 22b and 62b terminate within protrusions 18b and 58b on equal ends 24b or 64b, and by way of example, end 64b is shown in FIG. 9B. End 24a includes a socket that mates with a corresponding plug present at end 64b for electrical connection, compressed air, and data connection. Similarly, the end 24b comprises a plug adapted to be accommodated in the corresponding socket 64a on the end for the same connection of electrical energy, compressed air and data connection.

  Conveniently, according to the present invention, the ends 24a and 64a are connected to the projections of the rigid bodies 18 and 58 as described above, and after the jaw clamping operation, the sensors 19, 20, and 59, 60 After the hooks 10 and 50 are aligned with the signal, they can likewise slide forward thanks to the movement of the actuators 22a and 62a. In this way, electrical, electronic and pneumatic connections are provided when a mechanical connection between the hook groups 10 and 50 occurs. More particularly, according to one aspect of the present invention, the distal end 24a (similar to that of the distal end 64a) is a first socket 24aa through which a cable of electrical energy passes, a second carriage for moving the braking system. Second and third sockets 24ab and 24ac through which compressed air pipes for connection of air to the first carriage and a data type socket enhanced for passage of data connection cables, for example, are provided. It has a socket 24ad. Similarly, by way of example, end 24b (which is similar in configuration to that of end 64b) includes a suitable plug to be received in the corresponding socket at end 24a (or 64a for end 64). As shown in FIG. 9B, the end 24b has a first plug through which a cable of electrical energy passes, a first plug through which a compressed air pipe for connecting air between the second carriage and the first carriage to move the braking system passes. 2 and third plugs 24bb and 24bc, and a fourth plug 24bd, for example, an enhanced data type plug for passage through the data connection cable. The plugs present at the ends 24b and 64b provide an electrical connection between the two wagons, an electronic connection and a tire when the movable actuator 22a or 62a completes the insertion of the fixing device 22b or 62b. Complementary to sockets 24a and 64a on the ends.

  Furthermore, conveniently according to the present invention, as shown in FIGS. 3-5, the vertical guides 11 and 51 each include at least one camera 25a, 25b and 65a, 65b. More specifically, according to one aspect of the present invention, the left vertical guides 11 and 51 have cameras 25a and 65a fixed to their upper ends, and the right vertical guides 11 and 51 are at their lower ends. It has fixed cameras 25b and 65b. Conveniently, according to the present invention, at least the cameras 25a or 65a and 25b or 65b pairs included in the hook groups 10, 50 are detected by these cameras as assigned by the operator as specified below. It is necessary to certify that it is fixed based on the image, and that image can be stored in a computer system operated by the operator. During the connecting operation in use, the cart performing the fixed operation approaches the freight car connected to the hook, whether it stops in place or moves like a row to a moving vehicle group. To do. The condition of engagement is then checked by means of sensors and information from the station platform or locomotive. When moving, signals regarding the distance between the wagons from the sensor, the speed, the horizontal and vertical alignment of the hooks, and other useful parameters allow the freight car computer platform to command this engagement. And the end of the linking group is prepared to install additional protrusions. As shown in FIG. 10, if there is a difference in height between the freight cars and the ends 18 and 58 are not aligned, the actuators not shown in the figure will cause the first 18 and 58 to be aligned until the pins 18 and 58 are aligned. A vertical movement of one of the sliding plates 12 or 52 of the first or second hook group 10 or 50 is possible. After such alignment occurs, a connection is achieved between the complementary protrusions at the ends 18 and 58. At this point, the jaws are closed and the bellows actuator continues to protrude forward in the protrusion to allow electrical, compressed air and data cable connections. In particular, FIGS. 11A to 11D show the stages of connection of the ends 18 and 58: 1) alignment; 2) complementary protrusion interlocking; 3) jaw locking device jaw closure; 4) air tube And physical connection of electrical and electronic cables. Therefore, the freight car signal “fixed” is given to the control panel. Finally, the completion of the connecting operation was photographed by the cameras 25a, 25b, 65a, 65b, and the images with the frames hooked to the jaws are sent to the monitor that is expected to be in the driver's seat of the tow truck, The driver may visually confirm the occurrence of a complete coupling operation by verifying that the process is correct and certifying engagement in a manner provided by the process information system present on the tow vehicle. In the case of hooks between wagons for the construction of trains in the regular formation of peripheral systems, such as the current system at a station already described by the same applicant of the above patent, for example, the image is Sent there, the attending operator can authenticate and confirm their fixation. The image of the connection can then be stored on the system, where authentication of the connection is delegated (eg, to the towing vehicle, station, etc.). In the release operation, after confirming that the freight car has self-control, the pneumatic, electrical and electronic systems are shut off and subsequently the mechanical jaws are released. If the release operation is confirmed as successful, the carriage is removed.

  Conveniently, according to the present invention, the engagement / release phase can be caused by using an “intelligent” railway “intelligent” vehicle. In particular, the applicant has used the term “intelligent” vehicle to mean a freight carriage of a rail transport system having an automatic train configuration as described in the above-mentioned patent already issued to the applicant. Conveniently, according to the invention, the coupling is by both a vehicle group already equipped with a tow unit and a vehicle group in a configuration in which the functions normally operated from the tow vehicle unit are undertaken by the "master" wagon or station system. , Can occur for other isolated trolleys where a new vehicle population begins to form (in this case, the freight car hooked to the freight car is the “master”). In the function of driving, the “master” wagon or station system is shown only as “driving”. As an example, in the docking operation disclosed in past patents to achieve such an automatic configuration of the train relatively, the above sequence of operations is a fixed operation of the vehicle group in the configuration to other wagons Is initiated by a request issued to the isolated freight car. The trolley departs in the required direction and activates the sensors present in the first hook group to find the corresponding sensors in the second hook group of the other freight cars, for example by tracking them with a transponder. Is identified by the transmitted sensor code. The carriage to be hooked adjusts to alarm and engage itself to accept the same docking action. During the approach, the information provided by the pair of sensors on the two carriages is used by the freight car management system to determine and hook the distance between the freight cars and the approach speed. Near the contact, the presence of minimal alignment between the ends with protrusions is always determined through the sensor, confirming the relative position of the two devices horizontally or vertically, and the maximum deviation in the two directions in approach time And may be provided with the possibility of operating with an optimum alignment of the ends with protrusions, if necessary and by means of an actuator. If the alignment is confirmed positively, the approaching operation is permitted, and the insertion of the protruding portion into the complementary one is also permitted. After the mechanical movement of the thrust provided by the insertion of the protrusion into the complementary one, the two jaw elements that can fix the rigid body of the seat on the two freight cars connected by hooks automatically The release mechanism that closes can be activated. When jaw fixation occurs, the control system allows for the insertion of braking system pneumatic attachments, electrical and electronic connections, for example by actuators acting on the ends. Once the complete execution of the operation and the effectiveness of all connections (mechanical, pneumatic, electrical, electronic) are confirmed, the wagon connected to the hook is changed from the isolated one connected to the hook to the hook. Switch to connected freight car management and pass freight car management control to drive the vehicle group. The operator responsible for the authentication of the engagement is warned by an appropriate screen message and formally acknowledges the completion of the process after viewing the surveillance camera image. The same image is properly stored for future viewing for inspection and is controlled with an indication of the relevant operator of the freight car that has confirmed date, time and operation.

  The release operation begins with a command sent from the tow vehicle to the two freight cars to be removed, causing a sequence of actions leading to the separation of the freight car. The freight car to be separated from the vehicle group asks the freight car to be released for confirmation of release by a sensor that confirms the identity of the freight car. When confirmation is obtained, the released freight car acquires the freight car's self-control and activates a freight car control switch from the one connected to the hook to the blocked one. Both wagons actuate actuators to break the air, electrical and electronic connections. After this movement confirmed from one freight car is finished, the actuator is started to open the jaw element and block the freight car. This action also loads a mechanical element to allow subsequent manipulation of engagement.

  FIG. 12 shows a second embodiment of the automatic connection and release system for vehicles moving on the railway network according to the invention. More particularly, a second implementation of an automatic connection and release system 200 for a vehicle moving on the rail network shown in FIG. 12A of the portion relating to the first circulating vehicle 70, such as a railcar wagon lacking a buffer. Aspects include a first hook group 210, a vertical alignment device 211 to which the first hook group 210 is coupled, and a device for a resilient buffer 215 coupled to the vertical alignment device 211. The second hook group 250 of the system 200 coupled to the second circulating vehicle 80 shown in FIG. 12B has the same configuration as the first hook group 210.

  Advantageously, according to the present invention, the resilient shock absorber 215, shown in more detail in FIG. 12C, similar to the resilient shock absorber 255 of the second hook group 250, is an elastomeric box. An elastomeric box is a metal box that contains two elastomeric material blocks 215a and 215b separated by a metal plate 215c in its interior, and when subjected to tensile or compressive stress, it exerts a force on the elastomeric material. It is something to convey. The metal plate 215c is coupled to a vertical alignment device 211 in the absence of stress and is connected to a metal shaft 215d that is held in a vertical position relative thereto.

  FIGS. 13A and 13B show, for example, automatic connection of vehicles moving on the railway network in portions relating to the first circulating vehicle 90a and the second circulating vehicle 90b of the railway freight cars having buffers 91a and 91b, respectively. And a third embodiment of the release system 300 is shown. The system 300 of FIG. 13A includes a first hook group 310, a vertical alignment device 311 to which the first hook group 300 is connected, a horizontal alignment device 313 to which the vertical alignment device 311 is connected, and a piston 314. Including. In this case, the circulating medium 90a also includes a resilient buffer 95a device to which the piston 314 of the system 300 is coupled. The second hook group 350 of the system 300 coupled to the second circulating vehicle 90 b shown in FIG. 13B has the same configuration as the first hook group 310.

  Second and third embodiments 200 and 300 include a second embodiment of a vertical alignment device. In particular, although shown in FIG. 14, the vertical alignment device 211, where the same description applies equally to the devices 251, 311, 351, 211a, is slidable between the support elements or plates 211b to which the hook group 200 is bound. A pair of vertical guides. Thanks to the vertical alignment devices 211 and 251 of the system 200 and the devices 311 and 351 of the system 300, the significant height of the hook group 210, or 250, or 310, or 350 during operation between the vehicles / trucks. It is possible to compensate for the difference. More specifically, the vertical guides of the vertical alignment devices 211, 251, 311, and 351 are fixed to the hook groups 210, 250, 310, and 350, respectively. The dynamic support element is fixed to a resilient buffer 215 or 251 device, and in the case of a vertical alignment device 311 or 351 to a bar coming from the piston 314 or 354. FIG. 14A shows in particular the sliding support element 211b in the upward sliding configuration, and FIG. 14B shows the sliding support element 211b in the downward sliding configuration, and the hook group 210 fixed to the sliding support element 211b. Allows up and down displacement. The same applies to the vertical alignment devices 251, 311, 351, with the necessary changes.

  According to the third embodiment, as shown in FIG. 15, the vertical alignment device 211, as well as 251, 311 and 351 are made as a double pendulum. In particular, with respect to device 211 as an example, device 211 is a first flat configured to be hooked to hook group 210, which also applies to devices 251, 311, 351 having appropriately modified reference numbers. Element 211aa and a second flat element 211aa configured to couple to resilient shock absorber 215. Each flat element 211aa and 211aab has at least four upper coupling elements 211ab between which the upper rod 216a is rotatably connected and at least four lower parts between which the lower rod 216b is rotated. A coupling element 211ac is provided inside. As shown in FIG. 15B, during the hooking phase of the two circulating vehicle hook groups between them, the upper rod 216a and the lower rod 216b move around the upper coupling element 211ab and the lower coupling element 211ac. Rotate and pass from a horizontal position (FIG. 15BA) to a tilted position (FIG. 15BB) by counterclockwise rotation and back again to the horizontal position (FIG. 15BC) and finally by clockwise rotation (FIG. 15BD) Reach the tilted position. In essence, the double pendulum mechanism allows the device 211 hooked to the hook group to allow continuous adjustment of the vertical alignment between the hook groups of the two hooked vehicles.

  In FIG. 16, an embodiment of the horizontal alignment device 313 of the system 300 is shown in front and plan views. Usually, using elastic shock absorbers 95a and 95b already present in a freight car connected to a rigid bar for connection rotating at the hub (see FIG. 16B), for example, bend a curve or replace the switch In this case, free horizontal movement is possible, adapting to the operating conditions of the wagon movement, and ensuring that the horizontal alignment of the bars aligns the hooks to that of the other wagons during the hooking phase. As such, this type of mechanism allows alignment of the first hook group 310 of the freight car 90a on the second hook group 350 of the other freight car 90b during the coupling phase. A system of springs 313a actuated by an actuator not shown allows proper positioning of the hook groups at various operating conditions and creates alignment between the different hook groups. In addition, the same hook group is typically in a retracted position with respect to the protrusion of the buffer 91a, so that it is necessary to connect to the vertical alignment device 311 and is a traction connection docked with a joint articulated at 96a. The piston 314 with the plunger 314a inserted into the bar can exit the first hook group during the coupling phase, allowing a block between the hook groups of the freight car and retracting with the appropriate force, The freight car can be tightened to compress the buffer 91a to ensure a reliable docking operation.

  FIG. 17 shows an embodiment of the first hook group 210. In particular, according to one aspect of the present invention, the first hook group 210 includes a first protrusion 218 a that protrudes horizontally toward the outside of the first hook group 210, and an inner side of the first hook group 210. Including a first end element 218 essentially constituted by a rigid body with a second protrusion 218b projecting horizontally toward the end. Similarly, the second hook group 250 of the second vehicle shown in FIG. 18 includes a first protrusion 258 a and a second protrusion that protrude horizontally toward the inside of the second hook group 250. A terminal element 258 essentially constituted by a rigid body with a second projection 258b that projects horizontally towards the outside of the hook group 250. Conveniently, according to the present invention, the protrusions 218a and 218b, 258a and 258b have portions such that the protrusion 218a is complementary to the protrusion 258a and the protrusion 218b is complementary to the protrusion 258b. Actually, 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, the connection between the two hook groups 210 and 250 is advantageously realized according to the invention. In another aspect of the present invention, the first and second end elements 218 and 258 have high resistance and ease of penetration of the wedge-shaped protrusion during the locking operation between the freight cars to be fixed. Realized with a material with low friction characteristics. In another aspect of the present invention, as an example, the first and second protrusions 218a and 218b, 258a and 258b have a truncated cone shape. According to another aspect of the invention, the first and second protrusions 218a and 218b, 258a and 258b have a shape that is an alternative to the shape of a truncated cone.

  The description with respect to FIGS. 17 and 18 may be deemed to apply with respect to the hook groups 310 and 350, with the necessary changes. In addition, the hook groups of the second and third embodiments 200 and 300 of the system determine the horizontal and vertical distances and the range of variation of these distances, and the relative of the groups between those hooks from moment to moment. Including a sensor (not shown) configured to detect the correct positioning during the connecting operation between the freight cars. According to one aspect of the invention, alternative sensor systems (eg, image processing) for determining distance and velocity can be used alternately. Further advantageously, according to the present invention, the first hook group 210 includes a first mechanical device having a jaw 221 and the second hook group 250 has a second mechanical having a jaw 261. Both of which are secured together when placed in alignment with each other and the protrusions 218a and 258b of the wedged protrusions 258a and 218b, respectively. It is configured to prevent the two hook groups 210 and 250 from being detached.

  The connection stage of the two hook groups 210 and 250 is shown in FIG. Conveniently, according to the present invention, the jaws of the mechanical locking / unlocking device having the jaws 221 and 261 are configured to automatically close to complete the approaching operation between the hooked wagons, after which As already mentioned above, the complementary protrusions 218a, 218b and 258a, 258b are connected together. Conveniently, according to the present invention, groups 210 and 250 each include an actuator device (not shown) configured to open and close the jaws of a mechanical locking / unlocking device having jaws 221 and 261, respectively. As an example, the actuator device may be a pneumatic mechanism that closes the jaws when actuated by computer system commands present in the freight car and sensor signals in the coupling phase and the same mode opens the jaws in the release phase. Good. The actuation mechanism can be implemented in different ways, for example with a hydraulic system, an electric motor, or other actuator device suitable for securing the groups 210 and 250. Conveniently, according to the present invention, as shown in FIGS. 17 and 18, the protrusions 218a and 218b, 258a and 258b of the end elements 218 and 258 are respectively internally movable actuators 222a and 262a, such as, for example, bellows actuators. And the first freight car in which the first hook group 210 is installed and the second freight car in which the second hook group 250 is installed, for example, electric wire, data transmission connection and compressed air An attachment component, such as a tube, is configured to receive a fixation device 222b and 262b for receiving pneumatic, electrical and electronic components, respectively. In particular, as best shown in FIG. 20, movable actuators 222a and 262a terminate within projections 218a and 258a equally on male ends 224a or 264a. Similarly, the fixation devices 222b and 262b terminate within the protrusions 218b and 258b equally on the female ends 224b and 264b. End 224a includes a matching socket corresponding to the housing of the plug on end 264b for electrical connection, compressed air and data connection. Similarly, end 224b includes a plug that is adapted to be received in a corresponding socket on end 264a for the same connection of electrical energy, compressed air, and data. Conveniently, according to the present invention, thanks to the actuators 222a and 262a, after the actual occurrence of the alignment of the hook groups 210 and 250 after connecting the projections of the rigid bodies 218 and 258 as described above and the jaws closed. , End 224a and likewise 264a may scroll forward. Thus, if a mechanical connection occurs between the hook groups 210 and 250, an electrical, electronic and pneumatic connection is provided.

  More particularly, according to one aspect of the invention, as shown in FIGS. 20A and 20B, the distal end 224a (similar to the configuration of the distal end 264a) is a first socket 224aa, through which a cable of electrical energy passes, In order to move the braking system, the second socket 224ab to which the compressed air pipe for connecting the air of the second wagon and the first freight car is connected, and for example enhanced for the passage of the data connecting cable A third socket 224ac that is a data type socket is included. Similarly, by way of example, the end 264b (similar to the configuration of the end 224b) includes a pin suitable to be received in the corresponding socket at the end 224a (or 264a in the case of the end 224b). The end 264b is a first plug 264ba through which an electric energy cable passes, and a second plug through which a compressed air pipe for connecting air between the second wagon and the first freight car passes to move the braking system. H.264bb and a third plug 264bc, for example a data type plug augmented for the passage of a data connection cable. Plugs present at the ends 224b and 264b allow the end 224a to provide an electrical, electronic and pneumatic connection between the two wagons when the movable actuator 222a or 262a completes the insertion of the locking device 222b or 262b. And complementary to the socket on 264a. According to one aspect of the present invention, as shown in FIGS. 20C and 20D, the ends 224a, 264a, 224b, 264b do not include electrical connections that can be placed in front of the hooks of the seat 264c. In either case, as shown in FIGS. 20A and 20B, the passage of current is only supplied at the hook group after proper physical engagement of the hook group occurs to avoid sparking. It is. Conveniently, according to the present invention, the end elements 218, 258 may include threaded connections 270 for compatibility between the hook groups 210, 250 and traditional types of freight cars with conventional hooks. The same is true for hook groups 310 and 350.

  FIG. 21 shows, by way of example, a second embodiment of the end element 218 ′ of the first hook group 210 of the system 200. The same type of embodiment also applies to the hook groups 250, 310 and 350 described above. The end element 218 ′ is in addition to all other components already described in the case of the end element 218 having a jaw, in addition to the hook jaw having the second end element 258 ′ shown in FIG. It includes a different torsion latch engagement mechanism 221 ′ that is a variation. In particular, the end element 218 ′ has two twist-type anchors used to fix a conventional container placed at two opposing corners along the diagonal of the front surface of the front surface 218′d of the end element 218 ′. 218'c and two other elliptical holes 218'e at the other two opposite corners along the other diagonal of the front surface 218'd. The collar 218'c is a rod internally with respect to the end element 218 ', as shown best in FIG. 22, in the connection of the complementary projections of the two end elements of the two hook groups and the subsequent fixing step. 218'f coupled to the air or hydraulic actuator 218'g, independent of each other or by electricity, or acting on the rod 218'f to cause rotation of the rod 218'c to be synchronous By being connected to each other by metal bars 218'h allowing movement, they are free to rotate at 90 °. Since the end element 258 ′ is actually in the hole 258′e in a position complementary to the heel 218′c, the heel 218 ′ enters the hole 258′e and the two end elements 218 ′ and 258 Block rotation of '. In the release phase, circulation occurs in the reverse direction and the soot can exit the hole.

  FIG. 22 shows the stage of joining and separating the two end elements 218 'and 258'. FIG. 22A represents 218 of two end elements 218 'and 258' that are still separated in the approach phase. FIG. 22B represents the step of joining end elements 218 'and 258'. FIG. 22C represents the twist hook stage of the end elements 218 'and 258'. FIG. 22D represents the electrical type connection, data and air connection stages.

  For clarity, FIG. 23 and FIG. 24 show, as an example, FIG. 21 connected to a traction rod 96a that is compatible with a conventional connection system or a traditional railway wagon 90a for connection to another wagon 90b. The first hook group 218 ′ is shown. Further advantageously, according to the present invention, the systems 200 and 300 each include at least one camera or at least one pair of cameras arranged to view the coupling elements, as specified below. This is necessary to allow the attending operator to certify that they have been fixed based on images detected by the camera that can also be stored on the computer system operated by the employee. During a connecting operation in use, a freight car performing a fixed movement approaches a freight car that is in place or moving, for example in a row of moving vehicle groups, and hooked. Then the conditions of engagement and information from this platform on the station or locomotive can be checked through sensors. When in motion, the freight car computer platform can command this engagement, with signals regarding the distance between the wagons from the sensor, speed, horizontal and vertical alignment of the hooks, and other useful parameters, The end of the hook group is provided for installing additional protrusions. When alignment occurs, ligation is achieved between the complementary projections at the ends. At this point or when the jaws are closed, the electrical bellows, compressed air and data can be connected, or the torsion mechanism is activated and the connection is made so that the actuator bellows moves forward in the projection. Continue on to.

  For a type 300 system, the first piston 314 pushes forward the hook group 310 and contracts to create compression between the buffers 91a while the freight car is running, based on the jaws or twisted fixation. Thus, a fixed freight car signal is provided to the control panel. Finally, when the docking operation is completed, the images that make up the part where each jaw taken by the camera is docked or twisted and fixed are expected to be present in the driver's seat of the tow vehicle. The driver visually checks the complete operation to connect to the hook, and the process is properly identified and verified by the process provided by the process information system present in the tow vehicle. May be. In the release operation, after confirming that the freight car has self-control, the air, electrical and electronic systems can be shut off and subsequently release the jaws or mechanical twist. After confirming the successful release operation, the wagon is removed. Therefore, the three embodiments of the systems 100, 200 and 300 can be used in both traditional carts with “intelligent” wagons, thanks to the sensor system, camera and computer, As with group release, hooking and full alignment support can be conveniently controlled on the fly. Therefore, the automatic connection and release system for vehicles traveling on the railway network of the present invention has speed, safety and high reliability, and is also necessary as a result of connection operation and very frequent release. The operation can be executed automatically.

  Another advantage of the automatic connection and release system for vehicles traveling over the railway network of the present invention is to ensure the elasticity of movement between circulating means connected in both compression and traction. . A further advantage of the automatic connection and release system for vehicles traveling on the rail network of the present invention is that it ensures vertical and horizontal alignment between circulating vehicles connected both stationary and in stroke. is there. Finally, the automatic connection and release system for vehicles moving on the rail network of the present invention is a success factor that facilitates rail transport.

  Finally, the automatic connection and release system for vehicles moving on the rail network described here with reference to the figures can be modified and modified without departing from the scope of protection of the invention as defined in the appended claims. Obviously we can do it.

Claims (20)

  In the automatic connection and release system (100, 200, 300) of at least the first vehicle (70, 80) and the second vehicle (90a, 90b) moving on the railway network, the first vehicle (70, 80) ) At least a first group of hooks (10, 210, 310) and at least a second group of hooks (50, 250, 350) of the second vehicle (90a, 90b), At least one vertical alignment device (11a, 51a, 211) for vertical alignment of one said first hook group and at least said second hook group (10, 210, 250; 50, 310, 350) 251, 311, 351), and the first and at least second hook groups (10, 210, 250; 50, 310, 350) are complementary interlocking links In the arrangement (18; 58; 218, 258; 318, 358) connected to and released from each other under the control of the information system present in each vehicle (70, 80, 90a, 90b) Characterized system (100, 200, 300).   The vertical alignment device (11a, 51a, 211) includes a pair of parallel vertical guides (11; 51; 211a) fixed to the first hook group (10, 50, 210). At least the support elements (12, 52, 211b) are each configured to slide vertically between each pair of parallel vertical guides (11; 51; 211a) under the control of at least one actuator. The system (100, 200, 300) of claim 1, characterized in that   The support element (12; 52) is a sliding plate having a surface (12a; 52a) facing the vehicle and a surface (12b; 52b) facing the interior of the hook group (10; 50). Characterized in that it comprises at least one through-hole (12c; 52c) and a pair of parallel horizontal vanes (13; 53) each connected together by at least one pin (14; 54). The system (100, 200, 300) of claim 2.   The vertical alignment device (211) is attached to a first flat element (211aa) configured to be hooked to the hook group (210) and a resilient shock absorber (215). A second flat element face (211 aab) configured such that each of the flat elements (211 aa, 211 aab) has at least four upper rods (216 a) rotatably coupled therebetween. One upper coupling element (211ab) and at least four lower coupling elements (211ac) between which the lower rod (216b) is rotatably connected, the upper and lower rods (216a, 216b), Rotating around the upper and lower coupling elements (211ac, 211ab) from a horizontal position to an inclined position by counterclockwise rotation Characterized in that the return to the position again tilted from the horizontal position by the clockwise rotation, the system according to claim 1 (100, 200, 300).   The system (100, 200) according to claim 1, characterized in that the resilient shock absorber (15a, 55a, 215, 255) is connected to the vertical alignment device (11a, 211, 251). 300).   The resilient shock absorber (15a, 55a) is at least a first body (15; 55) of elastomeric material inserted between the blades (12; 52), the first body (15 55) at least a metal base (16; 56) for supporting and holding said pin (14; 54) connected to said metal base (16; 56) and at least a first rigidly joined to said metal base (16; 56); 6. System (100, 200, 300) according to claim 5, characterized in that it comprises three hollow metal bodies (17; 57).   The resilient shock absorber (215, 255) has a metal shaft (215d) held in a vertical position with respect to it to couple it to the vertical alignment device (211, 251) in the absence of stress. The system (100, 100) according to claim 5, characterized in that it is an elastomer box comprising at least two blocks of elastomeric material (215a, 215b) separated by a metal plate (215c) connected to 200, 300).   A horizontal alignment device (313, 353) of the hook group (310, 350) connected to the vertical alignment device (311, 351) and a resilient shock absorber (90a, 90b) ( 95a, 95b), characterized in that it comprises a plunger (314a) that includes a piston (314, 354) connected to it, to which the vertical alignment device (311 351) is fixed. (100, 200, 300) described in the above.   The system (100, 200, 300) according to claim 8, characterized in that the horizontal alignment device (313) comprises a system of springs (313a) actuated by at least one actuator.   The first hook group (10, 210, 310) and the second hook group (50, 250, 350) are configured to be supplementarily fixed and connected, and the first or second hook group First protrusions (18a, 218a, 318a, 218′a; 58a, 258a, 358a, 258′a) projecting horizontally toward the outside of the hook group (10, 210, 310; 50, 250, 350) And second protrusions (18b, 218b, 318b, 218′b) that protrude horizontally toward the inside of the first or second hook group (10, 210, 310; 50, 250, 350); 58b, 258b, 358b, 358′b) including first and second end elements (18, 218, 318, 218 ′; 58, 258, 358, 358 ′), 1 protrusion (18a 218a, 318a, 218′a; 58a, 258a, 358a, 258′a) are complementary to the second protrusions (18b, 218b, 318b, 218′b; 58b, 258b, 358b, 358′b). The system (100, 200, 300) according to claim 1, characterized in that it has a portion.   11. The first and second protrusions (18a, 18b; 58a, 58b; 218a, 218b, 318a, 318b, 218'a, 258'b) are characterized in having a truncated cone shape. (100, 200, 300) described in the above.   In the first hook group (10, 210) and the second hook group (50, 250), the protrusions (18a, 18b; 58a, 58b; 218a, 218b, 258a, 258b) are operated. At least a first mechanical device (21, 221) having a jaw and a second mechanical device configured to close / open in a configuration that is connected / disconnected in a complementary manner depending on the device control The system (100, 200, 300) according to claim 1, characterized in that it comprises an apparatus (61, 261).   The protrusions (18a, 218a, 258a; 218b, 258a, 258b) are internally movable actuators (22a, 222a, 62a, 262a) and at least one for compressed air, electrical and data transmission connectors 11. System (100, 200, 300) according to claim 10, characterized in that it contains a fixing device (22b, 222b, 62b, 262b) for receiving a second pneumatic connector.   The movable actuator (22a; 62a, 222a, 262a) has at least a first end (24a) with a socket (24ab, 24ac, 24ad 24aa ;, 64ab, 64ac, 64ad 64aa; 224ab, 224ac, 224aa) 64a, 224a, 264a), and the fixing device (22b; 62b, 222b, 262b) is connected to the socket (24ab, 24ac, 24ad 24aa; 64aa, 64ab) to achieve electrical, air and data connection. , 64ac, 64ad, 224aa, 224ab, 224ac) and a second plug provided with a plug (24bc, 24bd 24ba, 24bb; 64ba, 64bb, 64bc, 64bd, 264ba, 264bb, 264bc) Terminate at the end (24b; 64b), and the end (24a; 64a, 224a, 264a) is the actuator (22a; 62a, 222a) when the hook group (10; 50, 210, 250) is perfectly aligned. , 262a), the system (100, 200, 300) according to claim 13 characterized in that it can slide forward.   The end element (218, 258) is characterized in that it includes a screw connection (270) for compatibility between the hook group (210, 250) and a traditional type wagon with a traditional hook. 11. The system (100, 200, 300) according to claim 10, attached.   The end elements (218 ', 258') are placed at two opposite corners along a diagonal of the front surface (218'd, 258'd) of the end elements (218 ', 258') Two twist locking / unlocking ridges (218'c, 258'c) and the front surface (218'd, 258'd) in complementary positions with respect to the ridges (218'c, 258'd) The system (100) according to claim 10, characterized by the fact that it comprises two elliptical holes (218'e, 258'e) at two other opposing corners along other diagonals) 200, 300).   The rod (218'c) is connected to the rod (218'f) internally to the end element (218 ') and the complementary protrusion (218') of the end element (218 ', 258'). a, 258′b; 258′a, 218′b) connected by a metal bar (218′h) configured to rotate independently from each other at 90 ° by an actuator (218′g). 18. System (100, 200, 300) according to claim 17, characterized in that.   The hook groups (10; 210, 310, 50, 250, 350) are logically coupled two by two and arranged at 45 ° to each other, and the body (18; 58; 218; 258; 318; 358), their horizontal and vertical distances, and the range of variation of these distances in real time and configured to communicate them to the information system residing in each of the vehicles The system (100, 200, 300) according to claim 1, characterized in that it comprises at least two sensors.   The at least two sensors are characterized in that they are sensors (19, 20; 59, 60) arranged along one of the rigid body diagonals of the end element (18; 58). 20. System (100, 200, 300) according to claim 19.   Including a pair of at least one camera (25a, 25b; 65a, 65b) configured to send an image of the resulting connection to the information system residing at a station or locomotive and determine authentication of the generated connection The system (100, 200, 300) according to claim 1, characterized in that.

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