System for automatic coupling and release of vehicles running on a rail network

Abstract

System (500, 600) for automatically coupling and releasing a second vehicle traveling on a railway network and at least a first vehicle (90a) having a buffer system (92a), the system (500, 600) comprising at least a first hooking group (510, 610) of the first vehicle (90a); a retractable screw body (523, 623); and a horizontal shaft (542, 642); at least a second hooking group of the second vehicle comprising an automatic head comprising a first end element and a second end element configured to be coupled to each other by complementary interlocking. The front structure (518, 618) of the first hooking group (510) comprises: a retractable screw body (523, 623); the first hooking group (510, 610) comprises a tubular cavity (522, 622); and the second hooking group comprises a screw thread.

Description

TECHNICAL FIELD

[0001] The present invention relates to a system for the automatic coupling and release of vehicles travelling on a railway network.

[0002] In particular, the present invention relates to a system for the automatic coupling and release of vehicles travelling on a railway network, of the type of railway wagons, tractors and maintenance circulating on traditional tracks and "intelligent" tracks, which means that the term has been considered with reference to the wagons of the railway transport system described in Italian patent No. 0001416154 of the same Applicant, which describes an automatic train composition. BACKGROUND

[0003] As is known, the coupling and decoupling operations between railway wagons are currently performed using systems that require the presence of an operator to connect the wagons together, both in the traction and in the braking components, and require connections possibly for the electrical connection therewith. These systems are therefore not automatic, but are subject to the presence of an operator.

[0004] In an attempt to overcome this problem, automatic coupling systems similar to those originally designed by Scharfenberg have been developed, but their operation always presupposes that one of the two vehicles is stationary and the other vehicle approaches at very low speed. They are therefore not suitable for specific applications, such as the coupling between moving wagons, since they do not have a system that automatically checks the presence of the coupling conditions in advance.

[0005] Furthermore, the way in which some automatic couplers have been developed makes them unsuitable for goods transport, which requires very high tensile stresses, often not withstanding stresses of some importance.

[0006] Finally, the current systems are not designed to perform frequent coupling and release operations and, in addition to the traction connections and pneumatic components for the braking system and the electrical components for the service, they do not require the presence of electronic connections in the systems to be connected in the coupling phase that allow the exchange of information between the computerized systems located on the two devices to be coupled / decoupled.

[0007] Furthermore, there is no remote verification system of the couplers, the authentication procedure of which is always entrusted to the operator.

[0008] Furthermore, the coupling manoeuvre is not assisted by any sensor component of the phases of guided manoeuvre and correctness. Therefore, if computerized systems are present in the two devices to be coupled or uncoupled, such as those present in the "intelligent" wagons of the above-mentioned patent of the same Applicant, these systems do not allow the exchange of information to take place.

[0009] Moreover, for the known systems, the current wagon in circulation should be re-approved by changing the elastic system for connecting to the other wagons in the train.

[0010] The Applicant has proposed a solution to this problem in Italian patent application 102019000007566, which describes an automatic coupling and decoupling system of a first vehicle with a damping system and a second vehicle in circulation on a railway network, comprising: - at least a first group of couplers of a first circulation means and at least a second group of couplers of a second circulation means, comprising an automatic head comprising a first end element and a second end element, which can be coupled to each other with a complementary interlocking comprising a front structure provided with a first protrusion, which protrudes horizontally towards the outside of a first hooking group or of a second hooking group, and a second protrusion, which protrudes horizontally towards the inside of the first hooking group or of the second hooking group, the first protrusion having such a section that is complementary to the second protrusion; - at least one vertical lateral alignment device of the at least one first hooking group and of the at least one second hooking group, connected to the at least one first hooking group and to the at least one second hooking group by means of a connecting element, the at least one vertical lateral alignment device being controlled by a computer system present on the first circulation vehicle and on the second circulation vehicle; and - at least one device for adjusting the horizontal positioning of the first hooking group and of the second hooking group; wherein the automatic head has: - a protrusion in the form of a uniform hooking in the upper part of the front structure; - a screw body comprising in the first protrusion, protruding towards the outside, and insertable in the second protrusion of the head of the second hooking group; and - a shaft coupled to the screw and operable in screwing and unscrewing by means of an actuator.

[0011] However, this solution proposes some critical values for very high values of traction resistance and is not scalable. SUMMARY

[0012] The aim of the present invention is to provide a system for the automatic coupling and release of vehicles travelling on a railway network, which is simple and compact, has a very high traction resistance, can be sized according to the necessary requirements and has suitable dimensions of the components, having features such as to overcome the limits that still affect the solutions previously referred to with respect to the known art.

[0013] According to the present invention, there is provided a system for the automatic coupling and release of vehicles travelling on a railway network as defined in claim 1. BRIEF DESCRIPTION OF DRAWINGS

[0014] For a better understanding of the present application, reference will now be made, purely by way of non-limiting example, to the preferred embodiments described in the accompanying drawings, in which:

[0015] - Figure 1 a schematic top view of a first embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application is shown;

[0016] - Figure 2 a to Figure 2 c show, respectively, a schematic view from above in transversal and three-dimensional section of a hooking unit, of a vertical alignment unit and of a horizontal alignment unit of a first embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application;

[0017] - Figure 3 a to Figure 3 b show, respectively, a lateral view and a cross-sectional view of a hooking group of Figure 2 a to Figure 2 c according to the present application;

[0018] - Figure 4 a to Figure 4 b show, respectively, a three-dimensional view and a front view of a hooking group of Figure 2 a to Figure 2 c according to the present application;

[0019] - Figure 5 a to Figure 5 b show, respectively, a schematic lateral view and a top cross-sectional view of a first hooking unit of the type Figure 2 a to Figure 2 c of a first vehicle circulating on a railway network according to the present application, coupled to a second hooking unit of the type Figure 2 a to Figure 2 c of a second vehicle circulating on a railway network according to the present application;

[0020] - Figure 6 a to Figure 6 b show, respectively, a top cross-sectional perspective view of a hooking unit of Figure 2 a to Figure 2 c according to the present application, in which the coupling screw is respectively in a coupling waiting position Figure 6 (a) and in a position of completed coupling Figure 6 (b);

[0021] - Figure 7 a to Figure 7 c show, respectively, a lateral view, a top cross-sectional view and a three-dimensional perspective view of an air / data / current coupling unit according to the present application;

[0022] - Figure 8 a toFigure 8 c shows a schematic top view, a sectional view and a three-dimensional view, respectively, of a horizontal alignment device of a first embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application;

[0023] - Figure 9 a to Figure 9 c shows a schematic front, side sectional and top view, respectively, of a horizontal and vertical positioning rod of a first embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application;

[0024] - Figure 10 a to Figure 10 b shows a schematic side view and a top view of a hooking group of Figure 2 a to Figure 2 c according to the present application in a coupling phase with a conventional manual hooking;

[0025] - Figure 11 a to Figure 11 b shows a schematic side view and a top view of a hooking group of Figure 2 a to Figure 2 c according to the present application, wherein the hooking adapter is screwed at the head of the hooking group;

[0026] - Figure 12 A to Figure 12 B shows a top view and a sectional view, respectively, of a second embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application;

[0027] - Figure 13 A to Figure 13 B shows an isometric view and a front view of a first coupler group of a first device of a second embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application;

[0028] - Figure 14 shows a schematic top view of a handle of a first hooking unit of Figure 13 according to the present application in a hooking phase of a hook of a second device of a second embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network;

[0029] - Figure 15 A to Figure 15 B shows a top view and an enlarged side view, respectively, of a handle of a hook of the second device according to the present application;

[0030] - Figure 16 shows a sectional view of two coupling devices of a second embodiment of a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application. DETAILED DESCRIPTION

[0031] With reference to these drawings, and in particular to Figure 1 , a system for the automatic coupling and release of vehicles travelling on a railway network according to the present application is shown. In particular, the first embodiment of the system 500 for the automatic coupling and release of vehicles travelling on the illustrated railway network in relation to a first circulating vehicle 90a (for example, a railway wagon car with a buffer 91a and an elastic traction damping system 92a) comprises a first hooking group 510 of the first circulating vehicle and a second hooking group (not shown in the figures) of a second circulating vehicle. The first hooking group 510 is identical to the second hooking group, the first hooking group 510 comprising a block which comprises traditional and automatic joint elements with a second circulating medium, sectors with electrical, electronic and pneumatic connections, a group of sensors, components of implementation and control, verification and monitoring systems.

[0032] The description made here of the first hooking group is considered equally valid for the second hooking group.

[0033] Advantageously, according to the present application, the system 500 is of the type reported in the Italian patent application 102019000007566 of the same applicant already cited.

[0034] Advantageously, according to the present application, the buffer device 92a already present on the traditional wagon car represents the component to which the new automatic hooking group 510 is connected, in order to replace the current rod with a traditional hooking.

[0035] Each hooking group (for example, the hooking group 510 as shown in Figure 2 is connected to a device 513 for adjusting the horizontal positioning of the hooking group 510 along the head-tail line of the circulating vehicle (or wagon car) 90a, and to an adjustment unit 511 for the vertical positioning.

[0036] According to an aspect of the present application, in Figures 2 to 4 and in particular in Figure 4 better shown, the hooking group 510 comprises an automatic head which comprises a front structure 518 comprising two truncated cones 525a and 525b with two protrusions at the head, a first protrusion 526a facing outwards and the other protrusion 526b facing inwards, so as to be complementary to those of the second hooking unit 510' located in the opposite position, as shown in Figure 5The front structure 518 comprises, in the central region between the two truncated cones 525a and 525b, a retractable screw 523 which, when retracted, is inside the tubular cavity 522 of the hooking unit 510 or can be previously inserted into a corresponding thread comprised in the head of the second hooking group to be coupled to the first hooking group, in such a way that the retractable screw 523 can be screwed inside the corresponding thread and in such a way also to ensure the coupling of the two heads 510 and 510' of the first and second hooking groups.

[0037] As Figure 5 illustrated, the head of the first hooking group 510 comprises a horizontal shaft 542 coupled to the screw 523 and operable by means of an actuator 541, configured to advance the screw 523 into the thread comprised in the head of the second hooking group or to move it back into the position in the tubular cavity 522.

[0038] More specifically, according to one aspect of the present application, the screw body 523 is hollow on the inside to allow the shaft 542 to slide inside it during the screwing or unscrewing operation.

[0039] Therefore, advantageously according to the present application, the release between the two hooking groups does not require external gears, occurring by means of the internal actuator 541, to give greater compactness and prevent the penetration of dust and dirt inside the system 500.

[0040] According to another aspect of the present application, as Figure 3 , Figure 4 , Figure 5 , Figure 10 and Figure 11 illustrated, the body 518 has, in its upper portion, a protrusion 520 shaped as a uniform hook according to EN15566.

[0041] According to another aspect of the present application, as Figure 3 b, there is an electromagnet 521b inside the recess 526a and a metal plate 521a in the protrusion 526b, which can be coupled to the metal plate and electromagnet present in the protrusion and recess of the second hooking group, respectively. During the coupling phase of the two hooking groups, by magnetically coupling each electromagnet with the respective plate, the block in the suitable seat of the corresponding cone 525a of the head of the second hooking group 510' is guaranteed.

[0042] According to one aspect of the present application, as Figure 2As shown in b, the connecting element 512 connects the first hooking group 510 to the horizontal positioning adjustment device 513 and has a first portion 512a, as described above, externally slotted and inserted into the first hooking group 510, and a second threaded portion 512b integral with the element 513b, as Figure 8 As shown in c, the central portion of the structure 518 is a hollow slot internally continuous with the tubular cavity 522, in Figure 3 As shown in b, inside the hollow slot there is a spring 529 which inhibits the movement of the connecting element 512.

[0043] According to an aspect of the present application, as Figure 4 As shown in b, the body 518 has a structure 530 in its lower part, in Figure 7 As better shown in c, the structure 530 comprises pneumatic connections 531a and 531b, electrical connections 533 and electronic connections 532a and 532b.

[0044] According to an aspect of the present application, in the structure 530 connected to the air fittings, not shown in the figures, there are a pressure gauge and an electronic valve with flow control managed by the electronic system, the pressure gauge and the electronic valve being managed from the electronic system and communicating with the electronic system.

[0045] The structure 530 can be moved horizontally along the body 518, which is shaped for forward and backward sliding of the structure 530, by means of actuators not shown in the figures. The air connection to the main line, not shown in the figures, is achieved by means of a flexible pipe connected to the main line by means of a switching valve managed by the electronic system of the wagon, which allows the passage of air from the automatic hooking used in the automatic mode or from the traditional tap placed at the head of the wagon in the traditional mode. As described in the patent application 102019000007566, the protrusions 526a and 526b can be coupled to protrusions projecting in the opposite direction of the second hooking group of the second railway vehicle, the protrusions having a section complementary to similar protrusions present in the second hooking group, so that one is wedged inside the other to couple the two coupler groups together.

[0046] According to an aspect of the present application, the hooking group of the type described here can also be installed in a hooking system with a central elastic system and without buffers.

[0047] According to an aspect of the present application, as Figure 8As shown, the horizontal length adjustment device 513 is made up of a tubular element fitted at one end with a mechanical connector 513 and configured to anchor itself to the buffer system 92a, to the other end of the mechanical body 513b, for integral screwing with the connecting element 512. Inside the tubular portion 513a, there is an adjustment screw 513c held by an element 513a which, by means of an actuator 513d, is screwed to the element 513b, thereby determining the length of the entire automatic system 500. The outer slotted element 513b slides inside the inner slotted element 513a to prevent rotation of the element 512. In this way, the first hooking group 510 can undergo a horizontal displacement, so that the hooking group 510 can position itself alternately in automatic mode or in classic mode. The connecting element 512 has a cylinder with slots on the head, which slide in the slotted tubular cavity 522 to prevent rotation of the hooking group 510 and are locked by means of a nut 527.

[0048] In Figure 5 the automatic mode shown, the first hooking group 510 is positioned completely forward and in line with the buffer 91a, and therefore the second hooking group of the system 500, connected to the second circulating means (not shown in the figures) to be hooked, will have the same configuration as the first hooking group 510.

[0049] In Figure 10 the classic mode shown, the first hooking group 510 is positioned completely backward, assuming that the classic towing hook normally has the same position and is manually hooked to the classic hook placed on the traditional truck bed at the opposite end.

[0050] Advantageously, according to the present application, the connecting element 512 is placed on the vertical and transverse alignment device 511 shown in Figure 9 . This connecting element 512 can elastically oscillate inside the slotted tubular cavity 522 of the hooking group containing the repulsion spring 529. During the hooking / unhooking phase of the group to the second circulating vehicle, the connecting element 512 rests on the horizontal and vertical alignment device 511.

[0051] According to an aspect of the present application, as shown in Figure 9 , the horizontal and vertical alignment device 511 is configured for moving the connecting element 512 in the vertical and horizontal directions by means of a support 511d.

[0052] More specifically, during the coupling operation, the connecting element 512 in the intermediate portion rests on the horizontal and vertical alignment device 511. This horizontal and vertical alignment device 511 (in Figure 9better shown) comprises an alignment support 511a for vertical positioning operated by an actuator 511c, which comprises a base with raised edges (for example, a V-shaped base) equipped on its inner surface (including the edges) with rollers 511b converging towards the center and configured for positioning and rolling the connecting element 512 to the center. The alignment support 511a slides and is laterally supported by two guides integral with the lateral anchoring elements 511d below the alignment support 511a and anchored to the sliding carriage 90a.

[0053] According to aspects of the present application, the hooking group can also be installed in a hooking system with a central elastic system and without buffers.

[0054] In use, the system for automatic coupling and release of vehicles traveling on the railway network, used in a classic way, provides that the coupling unit can be coupled to any currently circulating freight car and using the same methods currently used. In this mode, the actuator 513d will rotate the screw 513c of the hooking group in b. The air connections will be performed by traditional fittings, neglecting the automatic head, connecting these fittings to the traditional pipes, whose continuity is ensured by the switching valve installed on the sliding carriage in the appropriate configuration described above. Figure 5

[0055] ​In the automatic mode, the truck bed will be able to connect only with a truck bed of the same type (smart truck bed). In this case, the hooking group is placed in the hooking position and the air connection system is entrusted to the head inlets 531a, 531b connected to the main duct by means of ducts not described in the figures, the main duct being configured with the modes necessary to ensure the continuity of the air flow by means of the above-mentioned switching valves. During the approach phase of the truck bed, to obtain the horizontal alignment, the element 512c will be positioned above the roller base 511a. The connecting element 512 will position itself correctly automatically by gravity, since the "V" shape of the base 511a brings it to the center. A sensor that verifies the positioning in the center of the connecting element 512 is present in the center of the roller base 511a. The vertical alignment device 511 will vertically align the hooking unit with millimeter precision by means of a refined algorithm and distance measurements obtained with the laser sensors placed on the head of the truck bed, which will determine the distance from the guide of the truck bed base. During the approach of the two truck beds to be coupled, with two inertial motion units (one placed on the truck bed and the other on the head 510), the oscillations undergone by the truck bed will be determined and it will be assessed whether the safety conditions for hitching are met. In the case of negative assessment, the speed of the truck bed will be reduced until the oscillations are within the safety limits. The distance between the truck beds to be coupled can be constantly monitored by laser sensors that determine the values and transmit them to the truck bed management system. After the pre-coupling, which is automatic upon contact between the heads of the two coupling units 510 and 510' obtained by means of an electromagnetic actuator comprising electromagnets 521b and plates 521a, the sensor systems 518a and 518b placed on the front portion 518 verify the perfect coupling of the hooking group 510 and will command the effective sealing hooking, the execution of the retraction of the screw 523 of the group 510 and the tightening of the screw 523' of the group 510' actuated by the actuator (or electromechanical motor) 541 (shown in figure b) which will cause the rotation of the screw 523 by rotating the gearbox shaft 542. The screw 523 is hollow on the side of the drive shaft 542 to allow it to penetrate during its forward and backward movement. Once the coupling has been implemented and verified, the connection of air, electricity and data will also be implemented, which is also managed by the electronic control system of the hook, which will control the actuator. To avoid compression stresses that could compromise the components downstream of the head, the spring inserted in the cylinder 522 of the group 510 acts as a damping device, allowing the oscillation of the connecting element 512 inside it with a stroke equal to that of the bumper and a lower elastic resistance, so that the coupling occurs in complete safety and in the case of excessive compression forces between the moving truck beds when the bumper is activated. Figure 5 b). The screw 523 is hollow on the side of the drive shaft 542 to allow it to penetrate during its forward and backward movement. Once the coupling has been implemented and verified, the connection of air, electricity and data will also be implemented, which is also managed by the electronic control system of the hook, which will control the actuator. To avoid compression stresses that could compromise the components downstream of the head, the spring inserted in the cylinder 522 of the group 510 acts as a damping device, allowing the oscillation of the connecting element 512 inside it with a stroke equal to that of the bumper and a lower elastic resistance, so that the coupling occurs in complete safety and in the case of excessive compression forces between the moving truck beds when the bumper is activated.

[0056] According to another aspect of the application, in the bodies 510 and 513 there are sensors able to determine the relative position of the moving parts.

[0057] According to another aspect of the application, the hooking group 510 comprises a plurality of sensors (not shown in the figures) for detecting the relative position of the hooking units with the relative truncated conical protrusions during the hooking operations between the wagons, thus determining the horizontal and vertical distance between the hooking groups and the variation intervals of these distances.

[0058] Advantageously, according to the application, the sensors present on the hooking group 510 installed on the first wagon can be interrogated by the dialogue between the computerized systems on the wagons, including the coupling or release, or by the sensors present on the rigid body of the second hooking group installed on the second wagon. These sensors are configured to detect the distance of the hooking groups and the alignment of the hooking groups both horizontally and vertically.

[0059] In this way, based on the information received from the sensors, the computerized systems placed on the two sliding carriages can manage the speed, the height of these sliding carriages and the verification of the oscillation of the hooking groups, so that the hooking is possible in complete safety.

[0060] According to an aspect of the application, during the coupling phase, the retracted or inserted position taken by the screw 523 in the heads of the two coupling units 510 and 510' is determined by the dialogue between the electronic systems present on the sliding carriages.

[0061] According to an aspect of the application, alternative sensor systems for determining the distance and the speed can be used alternatively (for example with image processing).

[0062] According to an aspect of the application, one or more cameras will be present on the group 510 and / or on the head of the wagon, to remotely monitor the execution of the coupling manoeuvre and the locking of the coupler group 510, where the images are transmitted to the operator on the locomotive or in the station who must certify their correct execution.

[0063] According to an aspect of the application, an obstacle detection system, for example with laser sensors, can be present on the group 510 or on the head of the wagon, also for the protection of the coupling system which can retract into the safety position 82b in the event of accidental obstacles.

[0064] According to an aspect of the application, alternative or complementary GPS devices can be present on the 510 units or in another position, for the GPS devices already present on the intelligent sliding carriages.

[0065] According to an aspect of the invention, the autonomous communication device may be present on group 510 or in another location, for example, using an OTA method, the autonomous communication device will allow autonomous communication and interaction with other devices and / or with the operator for operational needs (e.g., for maintenance, for manual locking / unlocking operations, for locating group 510, etc.).

[0066] According to an aspect of the invention, assembly 510 can be installed by suitable mechanical assembly while maintaining all automation, and can even be installed in freight cars without buffers, which employ a single elastic traction / repulsion system located at the center of the freight car column. In this case, spring 522 can be omitted, and element 512 is connected to assembly 510 in the same manner as described above for connecting body 512 to body 513.

[0067] According to an aspect of the invention, automatic coupling is permitted between different sliding brackets equipped with the same front structure of body 510, one sliding bracket having a conventional elastic system (buffer and traction spring) and the other sliding bracket having a single central elastic system for both traction and repulsion and without a buffer, element 513e can be made with a shaped structure that is rigidly anchored to a corresponding opposite structure (not shown) on the truck bed, which prevents the system 500 from moving toward the interior of the truck bed in a manner that does not compress element 92a.

[0068] Figure 12 A second embodiment 600 of a system for automatically coupling and releasing vehicles traveling on a railway network of first-cycle vehicles (e.g., railway freight cars) is shown. The system includes a first coupling group 610 of the first-cycle vehicles, not shown in the figure. The first coupling group 610 (identical to the second coupling group) includes a block comprising conventional and automatic coupling elements having a second circulating medium, a section 630 having electrical, electronic, and pneumatic connections, and a set of sensors, actuation and control components, and verification and monitoring systems not shown in the figure.

[0069] The description of the first hook group here is considered to be equally valid for the second hook group.

[0070] Advantageously, according to the invention, system 600 is of the type reported in Italian patent application 102019000007566 of the same applicant, which has already been cited.

[0071] Advantageously, according to the invention, system 600 includes Figure 14 The elastic system 601 and handle 602 shown are already in use. Figure 13 As shown in and Figure 14As better shown in, the handle 602 is anchored to the side of the hooking unit 610 and is configured for hooking another sliding carriage in a traditional mode, advantageously facilitating backward compatibility to allow the coupling. The system thus conceived allows to transmit the traction force on the same axis of the automatic coupler.

[0072] According to an aspect of the present application, each hooking group 610 comprises a horizontal and vertical alignment centering mechanism for the head of the hooking group, which can be made with a purely mechanical system and therefore without actuators.

[0073] According to an aspect of the present application, as better shown in Figure 13 , the hooking group 610 comprises an automatic head comprising a front structure 618 comprising a first frustoconical protrusion 625a and a second frustoconical protrusion 625b, the protrusions 626a at the head facing outwards respectively and the recess 626b at the head facing inwards, so as to be complementary to the coupling of a hooking unit 610' positioned with the second mirror, as shown in Figure 16 . The front structure 618 also comprises in the area located at the bottom and central with respect to the two protrusions 625a and 625b a screw body 623 which, when retracted, can be retracted inside the tubular cavity 622 of the hooking group 610 or can be previously inserted inside a corresponding thread comprised in the head of a second hooking group to be coupled to the first hooking group, so that the screw body 623 can be screwed to the inside of the corresponding thread and in such a way, also ensuring the firm coupling of the two heads 610 and 610" of the first and second hooking groups.

[0074] As shown in Figure 12 , the head of the first hooking group 610 comprises a horizontal shaft 642 inserted inside the screw 623 and which can be operated by means of an actuator 643, configured for advancing and screwing the screw 623 into the thread comprised in the head of the second hooking group or making it move back into the position inside the tubular cavity 622.

[0075] More particularly, according to an aspect of the present application, the screw body 623 is hollow on the inside to allow the shaft 642 to slide inside it during the screwing or unscrewing operation.

[0076] According to an aspect of the present application, the system 600 comprises a mechanism for pre-coupling inserted inside the two protrusions 625a and 625b. In particular, as shown in Figure 13As shown, the first protrusion 625a comprises a grip 626ab at the outer facing head of the protrusion 626a and the second protrusion 625b comprises a plate 626ba at the head of the second hollow protrusion 626b which can be coupled to the grip of the first protrusion of the second hooking group 610'.

[0077] According to an aspect of the application, the system 600 comprises a locking mechanism 624 of the screw 623, in Figure 16 better shown in the figures. This mechanism comprises a spring-activated block equipped with two teeth 624a which, once the coupling has taken place, allow the locking of the two screws 623 of the two hooking groups. In order to allow the decoupling of the master screw 623 of the first coupler group 610, the slave screw 623' of the second coupler group 610' must be subjected to a half forward rotation to disengage the block 624 and allow the release operation. The locking system of the master screw of the first hooking group 610 which is unscrewed by the slave hooking of the group 610' makes it impossible to carry out any accidental release, since for this type of operating system the anomaly should occur by chance or malicious reasons of the two systems in question. The anti-unscrewing lock can also be made in a different way, while maintaining the previously described functionality.

[0078] According to an aspect of the application, the system 600 comprises a mechanism for allowing, in the production phase, the tolerance of the coil start for the screw entry in the phase of coupling on the head unit of the other sliding carriage. In detail, the first hooking group 610 is equipped at the front with a female screw 645 which can be retracted inside 610 and is equipped with a spring 646 which keeps the female screw 645 pushed forward. During the coupling phase, after the pre-coupling has taken place, the master screw 623 which inserts itself inside the 610' slave group pushes the nut screw 645' until it finds the correct phase of actual insertion and tightening.

[0079] According to an aspect of the application, the body 618 has, in its lower part, a structure 630 which, in Figure 12 and Figure 13 better shown in the figures, comprises pneumatic, electrical and electronic connections.

[0080] According to an aspect of the present application, in the structure 630 connected to the air fittings (not shown in the figures) there are a pressure gauge with flow control managed by the electronic system and an electronic valve, managed by the electronic system and in communication with it. The structure 630 can be moved horizontally along the body 618 by means of an actuator not shown in the figures, the body 618 being shaped for the forward and backward sliding of the structure 630. The air connection to the main duct (not shown in the figures) is made through a flexible pipe connected to the main duct by means of an electronic system managed switching valve of the truck bed, which allows the passage of air from the automatic hook in the automatic mode or from the traditional tap placed on the top of the truck bed in the traditional mode. The protrusions 626a and 626b are suitable for coupling to the protrusions in the opposite direction of the second hooking group of the second railway vehicle, as described in the patent application 102019000007566, the protrusions having a section complementary to the similar protrusions present in the second hooking group, so that one is wedged inside the other to couple the two coupler groups together.

[0081] As Figure 15 shown, the first hooking group 610 is hooked to a traction hook 50 of the traditional type placed on a traditional truck bed by means of the handle 602.

[0082] According to an aspect of the present application, the hooking group can also be installed in a hook system with a central elastic system and without buffers.

[0083] In use, the system for the automatic coupling and release of a first vehicle and a second vehicle traveling on a railway network, used in a classic way, provides that the coupling unit can be coupled to any currently circulating truck bed and using the same methods currently used, the first vehicle having a buffer system. In this mode, the actuator 643 will rotate the screw 623 of the hooking group as in Figure 14 . The air connections will be made through the traditional fittings, neglecting the automatic head, connecting the fittings to the traditional ducts, the continuity of which is ensured by the switching valve installed on the sliding carriage in the appropriate configuration described above.

[0084] In the automatic mode, the truck bed will be able to connect only with truck beds of the same type. During the approach phase of the truck bed, the horizontal and vertical alignment is guaranteed by a series of self-centering mechanical joints, not shown in the figures, which place the system in a central position with respect to the axis of the truck bed during the rest phase. A centering rod is placed on the head to perform self-centering even in relatively unfavorable conditions. During the approach of the two truck beds to be coupled, with two inertial movement units (one placed on the truck bed and the other on the head 610), the oscillations undergone by the truck bed will be determined and it will be assessed whether the safety conditions for hooking are met. In the case of negative assessment, the speed of the truck bed will be reduced until the oscillations are within the safety limits. The distance between the truck beds to be coupled can be constantly monitored by sensors that determine the values and transmit them to the truck bed management system. After the pre-coupling, which is automatic by contact between the heads of the two coupling units 610 and 610' obtained by the clamping mechanisms 626ab and the plates 626ba, Figure 12 The sensor systems 618a and 618b shown in the figures and placed on the front 618 verify the complete coupling of the latching unit 610 and command the effective sealing connection, by retraction of the screw 623 of the unit 610 and tightening of the screw 623' of the unit 610' performed with the actuators 643, as Figure 15 shown, the actuators 643 will cause the rotation of the screw 623 by rotating the variator shaft 642. The screw 623 is hollow on the side of the drive shaft 642 to allow it to pass through during its forward and backward movement. Once the coupling has been implemented and verified, the connection of air, electricity and data will also be implemented, which is also managed by the electronic control system of the hook, which will control the actuators. To avoid compression stresses that could compromise the components downstream of the head, the spring 641 acts as a damping device, so that the coupling occurs in complete safety when the buffers start running and in the presence of excessive compression forces between the moving sliding carriages.

[0085] As shown in Figure 16 , the screw 623 of the main sliding carriage meets the nut screw 645 when it is tightened inside the driven sliding carriage, which is able to make small movements that allow the main screw to continue to turn until the right phase is found and tightening. Once it is fully tightened inside the driven sliding carriage, it loses the main thread in the tubular cavity 622, thus implementing the pre-tensioning of the two heads.

[0086] The system for automatic coupling and release of at least a first vehicle and a second vehicle traveling on a railway network according to the present application therefore allows the necessary maneuvers to be performed automatically with high tensile strength.

[0087] Another advantage of the system for the automatic coupling and release of at least a first vehicle and a second vehicle travelling on a railway network according to the present application is the compatibility with the coupling systems of traditional freight wagons.

[0088] Another advantage of the system for the automatic coupling and release of at least a first vehicle and a second vehicle travelling on a railway network according to the present application is the compatibility with the coupling systems of traditional freight wagons.

[0089] Finally, the system for the automatic coupling and release of at least a first vehicle and a second vehicle travelling on a railway network according to the present application is able to facilitate railway transport.

[0090] Finally, it is clear that modifications and variations can be made to the system for the automatic coupling and release of at least a first vehicle and a second vehicle travelling on a railway network described and illustrated herein, without departing from the scope of the present application as defined in the appended claims.

Claims

1. A system (500, 600) for automatically coupling and releasing at least a first vehicle (90a) and a second vehicle traveling on a railway network, said at least the first vehicle (90a) having a buffer system (92a), said system (500, 600) comprising: The first vehicle (90a) has at least a first hook assembly (510, 610), the first hook assembly (510, 610) of the first vehicle (90a) including an automatic head, the automatic head including a first end element and a second end element, the first end element and the second end element being configured to be coupled to each other by complementary interlocking, each of the first end element and the second end element being constituted by a front structure (518, 618), the front structure (518, 618) being provided with a protrusion (526a, 626a) and a recess (526a). 26b, 626b), the protrusions (526a, 626a) protrude horizontally toward the outside of the first hook assembly (510, 610), and the recesses (526b, 626b) protrude horizontally toward the inside of the first hook assembly; a retractable screw body (523, 623); and a horizontal shaft (542, 642) coupled to the screw body (523, 623) and operable by means of an actuator (541, 643) for the forward and retraction of the screw body (523, 623); The second vehicle has at least a second hook-up assembly, the second hook-up assembly of the second vehicle including an automatic head, the automatic head including a first end element and a second end element, the first end element and the second end element being configured to be coupled to each other by a complementary interlock, the complementary interlock being formed by a front structure, the front structure being provided with a protrusion and a recess, the protrusion protruding horizontally toward the interior of the second hook-up assembly, the recess protruding horizontally toward the exterior of the second hook-up assembly, the protrusion and recess of the second hook-up assembly having sections complementary to the recess (526b, 626b) and protrusion (526a, 626a) of the first hook-up assembly; Its features are: The front structure (518, 618) of the first hook assembly (510, 610) is provided with a first protrusion (525a, 625a) and a second protrusion (525b, 625b). The first protrusion (525a, 625a) and the second protrusion (525b, 625b) are respectively provided on both sides of the front structure (518, 618) of the first hook assembly (510, 610) and extend outward perpendicular to the central axis of the retractable screw body (523, 623). The protrusions (526a, 626a) are provided at the ends of the first protrusions (525a, 625a), and the recesses (526b, 626b) are provided at the ends of the second protrusions (525b, 625b). The front structure (518, 618) of the first hook assembly (510, 610) includes the retractable screw body (523, 623) in the central region between the first protrusions (525a, 625a) and the second protrusions (525b, 625b). The first hook assembly (510, 610) includes a tubular cavity (522, 622) configured to receive the retracted screw body (523, 623); and The second hook assembly includes threads for pre-tightening the screw body (523, 623).

2. The system (500, 600) according to claim 1, characterized in that, The recess (526b) of the first hook assembly includes an electromagnet (521b), and the protrusion (526a) of the first hook assembly includes a metal plate (521a). The electromagnet (521b) in the recess (526b) of the first hook assembly and the metal plate (521a) in the protrusion (526a) of the first hook assembly can be coupled to the metal plate in the protrusion of the second hook assembly and the electromagnet in the recess of the second hook assembly, respectively.

3. The system (500, 600) according to claim 1, characterized in that, The system (500, 600) includes a mechanism for pre-hooking the first hook group and the second hook group, the mechanism including a clamping member (626ab) and a plate (626ba), the clamping member (626ab) being positioned at the head of the outward-facing protrusion of the first hook group and the head of the outward-facing protrusion of the second hook group, the plate (626ba) being positioned at the head of the recess of the first hook group and the head of the recess of the second hook group, the plate (626ba) at the head of the recess of the first hook group being coupled to the clamping member (626ab) at the outward-facing protrusion of the second hook group.

4. The system (500, 600) according to claim 3, characterized in that, The system (500, 600) includes a locking mechanism (624) for the screw body (623), the locking mechanism (624) of the screw body (623) including a spring-actuated lock with two teeth (624a) adapted to lock the screw body (623) of the first hook group (610) and the screw body of the second hook group once coupling has occurred, and to release the second hook group from the first hook group (610) by means of a semi-forward rotation of the screw body of the second hook group.

5. The system (500, 600) according to claim 3, characterized in that, The first hook assembly (610) is equipped with a lead screw (645) in its front portion, the lead screw (645) being equipped with a spring (646) configured to keep the lead screw being pushed forward and retracted within the lead screw (645). Once pre-hooking occurs, the lead screw (645) is pushed by the screw body (623) of the first hook assembly, thereby inserting the first hook assembly (610) itself into the interior of the second hook assembly.

6. The system (500, 600) according to claim 3, characterized in that, The system (500, 600) includes sensors (618a, 618b) placed on the front structure (618). After pre-coupling, the sensors (618a, 618b) communicate with the vehicle's management system to check for signals indicating full coupling of the first hook assembly (610) and the second hook assembly, as well as signals indicating effective sealing engagement. After the retraction of the screw body (623) of the first hook assembly (610) actuated by the actuator (643) and the tightening of the screw body of the second hook assembly, the actuator (643) determines the rotation of the screw body of the first hook assembly by rotating the horizontal shaft (642).

Images