CONTROL SYSTEM AND CONTROL METHOD FOR A VEHICLE COUPLER, COUPLER AND VEHICLE

Info

Publication number: 20260257702
Type: Application
Filed: Feb 26, 2026
Publication Date: Sep 3, 2026
Applicant: Faiveley Transport Italia S.P.A. (Piossasco (Torino))
Inventors: Angelo GRASSO (Canelli (AT)), Fabrizio PEIRETTI (Castagnole Piemonte (TO)), Matteo FREA (Cantalupa (TO))
Application Number: 19/551,517

Abstract

A control system for a coupler of a first vehicle is described. The coupler comprises a valve means arranged to be coupled to an opening of a pneumatic pipe of the first vehicle. The valve means is arranged to assume an open condition or a closed condition. The transition between the open condition and the closed condition occurs as a function of the transition of the coupler of the first vehicle between a coupled state and a decoupled state.

Description

Description

TECHNICAL SECTOR

The present invention belongs to, in general, the vehicle sector; in particular, the invention relates to a control system for a vehicle coupler, a control method for a vehicle coupler, to a coupler and to a vehicle.

PRIOR ART

Hereafter, the prior art is described with particular reference to the field of railway vehicles; however, the description may find analogous application also on vehicles in other fields.

Vehicle convoys, e.g., railway convoys, comprise one or more vehicles connected in series to one another. As can be seen in FIG. 1, considering, for example, a vehicle convoy (also named a train) comprising four vehicles V1, V2, V3, and V4, the various vehicles may each comprise respective coupling means 100.

Each coupling means 100 may be, for example, a digital automatic coupler (also known as “Digital Automatic Coupler”, DAC). Obviously, that described hereafter by way of example for vehicle V1 and vehicle V2 may similarly be applied to the further vehicles V3 and V4.

In general, a digital automatic coupler is capable of remotely decoupling the at least one intermediate vehicle V2 from the vehicle convoy (and consequently the vehicles V3 and V4 connected to the intermediate vehicle V2) for shunting operations. The command request may be sent, for example, by an electronic control means installed in the head vehicle V1 or by a wayside equipment.

When the digital automatic coupler 100 of a vehicle is in a coupled state with a digital automatic coupler 100 of another vehicle, a valve element (e.g. a pneumatic valve) coupled to a pneumatic brake pipe of the vehicle may be taken to an open condition, which allows the braking fluid (e.g. pressurized air) to flow from one vehicle to the other. When the digital automatic coupler of a vehicle is in decoupled state, i.e., is not coupled to a digital automatic coupler of another vehicle, the valve element coupled to the pneumatic brake pipe of the vehicle may be taken to a closed condition, isolating the brake pipe installed on the vehicle.

In general, each vehicle may comprise a section of the pneumatic brake pipe and, when the vehicles are mechanically coupled to one another, the sections may be interconnected (e.g., with flexible hoses between adjacent vehicles) to form the overall pneumatic brake pipe. In this manner, the various vehicles are pneumatically interconnected.

As can be seen, for example, in FIG. 2, the valve element may be arranged in the head of the automatic coupler, so as to be able to close the pneumatic brake pipe BP when the coupler is not connected (open state).

Furthermore, when the digital automatic coupler 100 of a vehicle is in a coupled state with a digital automatic coupler 100 of another vehicle, a mechanical element of the digital automatic coupler 100 of a vehicle will be taken into a hooked condition with a corresponding mechanical element of the digital automatic coupler 100 of the other vehicle, so as to mechanically connect the two vehicles. When the digital automatic coupler of a vehicle is in a decoupled state, i.e. is not coupled to a digital automatic coupler of another vehicle, a mechanical element of the digital automatic coupler 100 of a vehicle will be taken into a disengaged condition with a corresponding mechanical element of the digital automatic coupler 100 of the other vehicle, so as to mechanically disconnect the two vehicles.

In this manner, an automatic coupler makes it possible to simultaneously achieve both a mechanical connection and a pneumatic connection. Therefore, the pneumatic brake pipe of the one or more vehicle segments of the vehicle convoy is connected, ensuring the continuity of the pneumatic brake pipe through the entire coupled convoy.

By virtue of the design of the digital automatic couplers, the normal operational decoupling process involves the simultaneous decoupling on both coupled digital automatic couplers, allowing the wear of the digital automatic couplers to be minimized.

Disadvantageously, it is sufficient for a digital automatic coupler 100 to assume the decoupling condition to have an effective decoupling.

Furthermore, the introduction of this type of automatic coupler displays potential criticalities due to the longitudinal dynamics (longitudinal forces between the various vehicles, e.g. between the wagons, of the vehicle convoy in the presence of a large number of vehicles all coupled by means of automatic couplers.

A potential mechanical failure of the automatic coupler between two vehicles may potentially cause the valve element to close, with consequent loss of continuity of the pneumatic brake pipe of the entire vehicle convoy.

An operating condition of the vehicle convoy in which the continuity of the pneumatic brake pipe BP is lost is extremely dangerous, because it causes the loss of the braking capacity of the vehicle convoy (including emergency braking).

SUMMARY OF THE INVENTION

It is an object of the present invention to provide solutions which make it possible to avoid the loss of continuity of the pneumatic brake pipe of a train/vehicle convoy, even in the event of mechanical failure of a coupler.

This and other objects and advantages are achieved by the following aspects of the invention:

- a control system for a coupler having the features disclosed in claim 1;
- a coupler having the features disclosed in claim 10;
- a vehicle having the features disclosed in claim 11; and
- a control method for a coupler having the features disclosed in claim 12.

Preferred embodiments of the invention are defined in the dependent claims, the contents of which are intended to form an integral part of this description.

BRIEF DESCRIPTION OF THE DRAWINGS

The functional and structural features of some preferred embodiments of a control system for a vehicle coupler, a control method for a vehicle coupler, a coupler, and a vehicle according to the invention will now be described. Reference is made to the accompanying drawings, in which:

FIG. 1 shows an example of a group of vehicles according to the prior art;

FIG. 2 shows an example of an internal structure of a coupler according to the prior art;

FIG. 3 shows an embodiment of a control system for a coupler of a first vehicle according to the present invention;

the FIG. 4 shows an embodiment in which the unlocking means comprises an electromechanical actuator;

FIG. 5 shows an embodiment in which the unlocking means comprises a clutch;

FIG. 6 shows an embodiment in which the control system comprises a power supply means.

DETAILED DESCRIPTION

Before explaining a plurality of embodiments of the invention in detail, it is worth noting that the application of the invention is not limited to the constructive details and to the configuration of the components presented in the following description or shown in the drawings. The invention can assume other embodiments and may be implemented or made in practice in different manners. It must also be understood that the phraseology and the terminology are only descriptive and must not be understood as limitative. The use of “include” and “comprise” and variations thereof are intended to comprise the elements enunciated below and their equivalents, as well as additional elements and equivalents thereof.

With initial reference to FIG. 3, an embodiment of a control system 300 for a coupler 302 of a first vehicle is described below.

Preferably, the coupler 302 may be a digital automatic coupler, DAC.

Preferably, the first vehicle may be a railway vehicle. For example, the rail vehicle may be a wagon, a freight car, a passenger transport vehicle, etc. Obviously, the present invention may be applied to any further type of vehicle which requires the use of a coupler.

As can be seen in FIG. 3, the coupler 302 of the first vehicle comprises a valve means 304 arranged to be coupled to an opening 306 of a pneumatic pipe 308 of the first vehicle.

For example, the valve means 304 may be or comprise a valve. By way of non-limiting example, the valve may be a gate valve or a spring-type valve.

Preferably, the pneumatic pipe 308 of the first vehicle may be a brake pipe arranged to convey a braking fluid. For example, the braking fluid may be compressed/pressurized air which may be compressed by an air compressor. For example, the vehicle may be configured so that the vehicle brakes are actuated when the pressure of the brake fluid (compressed/pressurized air) in the pneumatic brake pipe drops below a determined pressure level.

The valve means 304 is arranged to assume an open condition or a closed condition. In the open condition, the valve means 304 allows the transition of the fluid into the opening 306 of the pneumatic pipe 308. In the closed condition, the valve means prevents the transition of the fluid into the opening 306 of the pneumatic pipe 308.

The transition between the open condition and the closed condition of the valve means 304 occurs as a function of the transition of the coupler 302 of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle.

For example, the valve means 304 may be taken into the open condition when the coupler 302 of the first vehicle is taken into the coupled state and may be taken into the closed condition when the coupler 302 of the first vehicle is taken into the decoupled state.

In other words, the assumption of the open condition or of the closed condition by the valve means 304 may usually be constrained to the state (of coupling or decoupling) assumed by the coupler of the first vehicle.

The control system 300 comprises a first electronic processing means 310 arranged for:

- determining whether the first vehicle is in a service condition;
- generating an unlocking signal when said first vehicle is in the service condition.

For example, to determine whether the vehicle is in a service condition, the first processing means 310 may be arranged to:

- verify whether such first processing means 310 has received or is receiving a service signal or at least one service datum;
- when the first processing means 310 has received or is receiving such service signal or such at least one service datum, determine that the vehicle is in a service condition.

For example, the service signal or the at least one service datum may be generated by a further electronic control means installed aboard the first vehicle or in a locomotive coupled to the first vehicle. Usually, the further electronic control means may be aware of the fact that the vehicle is in a service condition in light of data originating from respective sensors, from an indication by the locomotive driver by means of an appropriate command, or from a signal or datum received from an operations management center on a line. For example, the data originating from sensors may be:

- a speed datum measured by a speed sensor; a speed above a certain threshold may indicate that the vehicle is in service and not at a standstill or in a parking condition;
- a pressure datum of the pneumatic pipe of the vehicle (e.g., brake pipe of the vehicle) measured by a pressure sensor; a pressure above a certain threshold may indicate that the vehicle is in service and not at a standstill or in a parking condition.

In any case, it is not the object of the present invention to define new methods for determining whether a vehicle is in a service condition. Clearly, any method of the prior art may be applied to the present invention.

Furthermore, the control system comprises an unlocking means 314 arranged for:

- receiving the unlocking signal from the first electronic processing means 310; and
- when it receives the unlocking signal 312, making the transition of the valve means 304 between the open condition and the closed condition independent of the transition of said coupler 302 the first vehicle between the coupled state and the decoupled state.

In other words, according to the invention, by means of the unlocking means 314 it is possible to unlock (unlocked state) the valve means 304 from the mechanical kinematic mechanism of the coupler of the first vehicle. Otherwise, when the unlocking means 314 does not intervene, e.g., because the vehicle is not in service on a line or the vehicle is in a yard operating condition, the valve means 304 may remain locked (locked state) to the mechanical kinematics of the coupler of the first vehicle.

For example, if the first vehicle is in a service condition, even if the coupler 302 of the first vehicle were to transit from the coupled state to the decoupled state (which would usually determine the transition from the open condition to the closed condition by the valve means 304), by virtue of the unlocking means 314, the valve means 304 could remain in the open condition, without making any transition toward the closed condition.

In this manner, even if a mechanical failure of a coupler of a first vehicle were to occur, causing said coupler of the first vehicle to transit from the coupled state with the coupler of another vehicle to the decoupled state from the coupler of another vehicle, when the first vehicle is in service, the valve means of the coupler of the first vehicle may remain in the open condition, so as to preserve the continuity of the pneumatic pipe between the vehicles.

Preferably, as can be seen, for example, in FIGS. 4 and 5, the coupler 302 of the first vehicle may comprise a pin 400 arranged to:

- assume a decoupled position when the coupler 302 of the first vehicle is decoupled from the coupler of the second vehicle;
- assume a coupled position when the coupler of the first vehicle is coupled to the coupler of the second vehicle.

In order to transit between the coupled position and the decoupled position, the pin 400 is arranged to rotate.

In this case, the rotation of the pin 400, when transmitted to the valve means 304, is arranged to cause the transition between the open condition and the closed condition of said valve means 304 in a manner dependent on the transition between the coupled state and the decoupled state by the coupler of the first vehicle (in other words, in a manner dependent on the coupled state or the decoupled state assumed by the coupler of the first vehicle).

The unlocking means 314 may be arranged to allow the rotation of the pin to be transmitted to the valve means 304 when it does not receive said unlocking signal 312. In this manner, the valve means 304 may transit between the open condition and the closed condition as a function of whether the pin assumes the coupling position or the decoupling position and, consequently, the valve means 304 may transit between the open condition and the closed condition in a manner dependent on whether the coupler of the first vehicle transits between the coupled state and the decoupled state.

The unlocking means 314 may be arranged to prevent the rotation of the pin to be transmitted to the valve means 304 when it receives the unlocking signal 312. In this manner, the valve means 304 may not transit between the open condition and the closed condition as a function of whether the pin assumes the coupling position or the decoupling position and, consequently, the valve means 304 may not transit between the open condition and the closed condition in a manner dependent on whether the coupler of the first vehicle transits between the coupled state and the decoupled state (i.e., when the vehicle is in service, the transition between the open condition and the closed condition of the valve means is made independent of the fact that the coupler of the first vehicle is in the coupled state or the decoupled state).

Preferably, the rotation of the pin 400 may be arranged to be transmitted to a control element of the valve means 304. In a non-limiting example, the control element 404 may be a stem or a maneuvering shaft arranged to rotate so as to take a shutter to open or close a passage of the valve means (e.g., if the control element 404 rotates in a first direction, the shutter may be moved so as to open the passage of the valve means and allow the passage of fluid in the valve means; if instead the control element 404 rotates in a second direction, opposite to the first direction, the shutter may be moved so as to close the passage of the valve means and prevent the passage of fluid in the valve means).

Preferably, the rotation of the pin 400 may be arranged to be transmitted to the valve means 304 by means of a mechanical means 401 (e.g., a mechanical assembly).

For example, the mechanical means may comprise at least two gears/toothed wheels rotatably coupled to each other. For example, a first gear/toothed wheel may be coupled to the pin and a second gear/toothed wheel may be coupled to the valve means (e.g. to the control element of the valve means) As can be seen in FIG. 4, the unlocking means may preferably comprise an electromechanical actuator 403 arranged to:

- take the mechanical means to an engaged position, in which the mechanical means is coupled to the pin, when the unlocking means does not receive said unlocking signal 312;
- take the mechanical means to a disengaged position, in which the mechanical means is decoupled from the pin, when the unlocking means receives the unlocking signal 312.

Alternatively, the unlocking means 314 may comprise an electromechanical actuator 403 arranged to:

- take said pin to an engaged position, in which the pin is coupled to the mechanical means, when the unlocking means does not receive said unlocking signal (312);
- take said pin into a disengaged position, in which the pin is decoupled from the mechanical means, when the unlocking means receives said unlocking signal (312).

In the left part of FIG. 4, the mechanical means is shown in the engaged position with the pin. Instead, in the right part of FIG. 4, the mechanical means is shown in the disengaged position from the pin.

For example, the electromechanical actuator may take said mechanical means into the engaged position or into the disengaged position, by means of a displacement force transmitted to the mechanical means by a mechanical fork 405, the movement (extension) of which is controlled by the electromechanical actuator. Alternatively, for example, the electromechanical actuator may take said pin to the engaged position or to the disengaged position by means of a displacement force transmitted to the pin by a mechanical fork 405, the movement (extension) of which is regulated by the electro-mechanical actuator.

For example, the electromechanical actuator 403 may be a bistable electromechanical actuator.

As mentioned above and can be seen in FIG. 4 and in FIG. 5, the mechanical means 401 may be coupled/locked to the control element 404 of the valve means 304. In a non-limiting example, the control element 404 may be a stem or an operating shaft arranged to rotate so as to take the shutter member to open or close a passage of the valve means. In a further non-limiting example not shown in the figures, the valve means may be a spring-type valve actuated by a mechanical cam. In this case, the mechanical means may comprise a cam connected/locked to the pin 400. When the coupler 302 of the first vehicle is decoupled from the coupler of the second vehicle, the pin 400 may perform a first rotation such that the cam is taken into a position in which it presses the control element 404 of the valve means 304. When instead the coupler 302 of the first vehicle is coupled to the coupler of the second vehicle, the pin 400 may perform a second rotation such that the cam is taken into a position in which it does not press/does not contact the control element 404 of the valve means 304. When the control element 404 of the valve means 304 is pressed by the cam, the valve means 304 assumes the closed condition. Instead, when the control element 404 of the valve means 304 is not pressed by the cam, the valve means 304 assumes the open condition. Similarly to the embodiments described above, the unlocking means 314, in order to make the transition between the open condition and the closed condition of the valve means independent from the transition between the coupled state and the decoupled state of the coupler, instead of unlocking the mechanical means from the pin (i.e., unlocking the cam from the pin), or vice versa, it may unlock/distance the cam (i.e., the mechanical means) from the control element 404 of the valve means 304 (when the unlocking means receives the unlocking signal). When the cam (i.e. the mechanical means) is unlocked/distanced from the control element 404 of the valve means 304, even a rotation of the cam caused by the rotation of the pin will not cause the cam to press on the control element of the valve; therefore, the rotation of the cam caused by the rotation of the pin will not result in any change on the control element of the valve means. In this manner, the valve means 304 will not transit between the open condition and the closed condition as a function of whether the pin assumes the coupling position or the decoupling position and, consequently, the valve means 304 will not transit between the open condition and the closed condition in a manner dependent on whether the coupler of the first vehicle transits between the coupling state and the decoupling state (i.e., when the vehicle is in service, the transition between the open condition and the closed condition of the valve means is made independent of the transition of the coupler of the first vehicle between the coupled state or the decoupled state).

Preferably, the pin 400 may comprise or be locked to a gear comprising at least one seat made between respective gear teeth. The mechanical means 401 may comprise or be locked to a matching means comprising at least one protrusion arranged to insert into said at least one gear seat. When the pin 400 or the mechanical means is taken into the engaged position, the at least one protrusion of the matching means may be inserted into the at least one seat of the gear, so that a rotation of the gear results in a rotation of the matching means. When the pin 400 or the mechanical means is taken into the disengaged position, the at least one protrusion of the matching means may be removed from the at least one seat of the gear, so that a rotation of the gear does not result in a rotation of the matching means.

Alternatively, the mechanical means 401 may comprise or be locked to a gear comprising at least one seat made between respective gear teeth. The pin may comprise or be locked to a matching means comprising at least one protrusion arranged to insert into the at least one gear seat. When the pin 400 or the mechanical means is taken into the engaged position, the at least one protrusion of the matching means may be inserted into the at least one seat of the gear, so that a rotation of the gear results in a rotation of the matching means. When the pin 400 or the mechanical means is taken into the disengaged position, the at least one protrusion of the matching means is removed from the at least one gear seat, so that a rotation of the gear does not result in a rotation of the matching means.

For example, the matching means may also be said to be an engagement means. For example, the gear and/or the matching means may be a spline.

For example, the gear may be unlocked from or locked to the matching means (e.g. the spline) due to a displacement force received from a mechanical fork 405 driven by the electromechanical actuator.

In a further embodiment, the rotation of the pin may again be arranged to be transmitted to the valve means 304 by means of a mechanical means 401.

For example, the rotation of the pin may be transmitted to the control element of the valve means 304, as similarly described above for the preceding embodiments).

As can be observed in the embodiment shown by way of example in FIG. 5, the unlocking means 314 may comprise a clutch 502 arranged to:

- assume an engaged state in which it couples said mechanical means to said pin (e.g. it couples between said mechanical means and said pin), when the unlocking means does not receive said unlocking signal 312;
- assume a disengaged state in which it disengages said mechanical means from said pin (e.g. it disengages said mechanical means and said pin from one another), when the unlocking means receives said unlocking signal 312.

Preferably, by way of non-limiting example, the clutch 502 may be of the electromagnetic type.

In an example of implementation, an electromagnetic clutch may be installed on the pin 400 of the coupler 302 of the first vehicle. The control element 404 of the valve means 304 may be connected to the secondary element 504 of the magnetic clutch by means of the mechanical means 401 (e.g. the mechanical means may comprise a shaft 500 and/or two gears/toothed wheels rotatably coupled to each other; wherein a first gear/toothed wheel 503 is coupled to such shaft 500 and a second gear/toothed wheel is coupled to the control element of the valve means).

In this manner, the mechanical means 401 (and consequently the control element 404 of the valve means 304) may be coupled/locked to the pin 400 or released/decoupled from the pin according to the functional state assumed by the electromagnetic clutch.

When energized (i.e. when it receives the unlocking signal), the electromagnetic clutch may decouple the mechanical means (and consequently the control element 404 of the valve means 304) from the pin 400 of the coupler 302 of the first vehicle. When not energized (i.e. when it does not receive the unlocking signal), the electromagnetic clutch may couple the mechanical means (and consequently the control element 404 of the valve means 304) to the pin 400 of the coupler 302 of the first vehicle. In this manner, the mechanical means (and consequently the control element 404 of the valve means 304), when it is locked to the pin 400, may open and close the valve based on the position of a head of the coupler 302 of the first vehicle (i.e., as a function of the transition of the coupler 302 of the first vehicle between the coupled state and the decoupled state). The mechanical means (and consequently the control element 404 of the valve means 304), when it is not locked to the pin 400, makes the transition between the open condition and the closed condition of the valve independent of the position of a head of the coupler 302 of the first vehicle (i.e., independent of the transition of the coupler 302 of the first vehicle between the coupled state and the decoupled state).

Conversely, when the clutch is not energized, this situation corresponds to the unlocked state of the valve means 304 from the mechanical kinematic mechanism of the coupler of the vehicle (e.g., vehicle in service on a railway line). In this case, the valve may remain in the open condition and not be constrained to the mechanical kinematics of the coupler 302 of the first vehicle.

In the left part of the FIG. 5, one may observe the situation in which the clutch causes the mechanical means 401 (and, consequently, the control element 404 of the valve means 304) to be coupled/locked to the pin 400. As shown in the left part of FIG. 5, the situation can be observed in which the clutch causes the mechanical means 401 (and consequently the control element 404 of the valve means 304) to be released/decoupled from the pin 400.

As can be seen in FIG. 6, the control system may further preferably comprise an electrical power supply means 600 arranged to provide an electric power supply to the unlocking means 314. The unlocking means 314 may be arranged to utilize the electrical power received to make the transition between the open condition and the closed condition of the valve means 304 independent from the transition of said coupler 302 of the first vehicle between the coupled state and the decoupled state.

The electrical power supply means 600 may be connected to the unlocking means 314 by means of an electrical interruption means 602 arranged to assume a closed state, in which it allows the supply of said electrical power to the unlocking means 314, and an open state, in which it prevents the supply of said electrical power to the unlocking means 314.

For example, by way of non-limiting example, the electrical interruption means 602 may be or comprise a switch, a changeover switch, a diode, or the like.

Preferably, the control system 300 may comprise a second processing means 604 arranged for:

- determining whether the first vehicle is in a service condition;
- taking the electrical interruption means 602 to the closed state, when the first vehicle is in the service condition;
- taking the electrical interruption means to the open state, when the first vehicle is not in the service condition.

For example, the second processing means 604 is arranged to take the unlocking means 314 into the closed state or take said unlocking means 314 into the open state by means of a command signal 606.

In other words, the control system 300 may comprise two separate electronic processing means (i.e. the first electronic processing means 310 and the second electronic processing means 604). In this case, the first electronic processing means 310 and the second electronic processing means 604 may implement independent functions and contribute to the control of the electromechanical actuator. Substantially, the second electronic processing means may enable the unlocking means 314 or not, either allowing or preventing the supply of power by means of the electrical interruption means 602, based on the operating conditions of the first vehicle (service, mainline or yard). The first electronic processing means 310 may manage the command to be provided to the unlocking means 314 to unlock (unlocked state) or lock (locked state) the valve means 304 from/to the mechanical kinematic mechanism of the coupler 302 of the vehicle.

For example, the yard condition is a low-speed shunting mode within a yard. The word “yard” is commonly used to indicate a large parking area in which vehicle convoys, coupled and uncoupled, are parked (e.g., freight trains).

For example, the first processing means 310 may determine that the vehicle is not in a service condition when instead:

- it receives a yard signal.

For example, the yard signal may be generated by a further electronic control means installed in a yard manager center.

For example, the mainline condition is a mode in which the vehicle (e.g. a train or freight car) is in running service on a track outside a freight yard.

In a further embodiment, the power supply means 600 may always be connected to the unlocking means 314. In this case, the presence of the second electronic processing means 604 will not be necessary, because the unlocking means 314 will always be activated by the received power supply.

Preferably, by way of non-limiting example, the first electronic processing means 310 and the second electronic processing means 604 may each either be or comprise at least one of a control circuit, a controller, a microcontroller, a processor, a microprocessor, an FPGA, a PLC, a computer, or the like.

Preferably, when only the first electronic processing means 310 is present, the first electronic processing means 310 may be implemented according to a safety integrity level SIL=4.

Preferably, when both the first electronic processing means 310 and the second electronic processing means 604 are present, the first electronic processing means 310 may be implemented according to a safety integrity level SIL=2 and the second electronic processing means 604 may be implemented according to a safety integrity level SIL=2.

Reference may be made for defining the safety levels, for example, to standards EN50126, EN50129 and IEC61568, currently in force as of the filing date of the present description.

Hereafter, an example of implementation of a control system 300 for a coupler 302 (e.g., a DAC) of a first vehicle is provided. Again, the coupler 302 comprises a valve means 304 (e.g., a valve) arranged to be coupled to an opening 306 of a pneumatic pipe 308 of the first vehicle. Again, the valve means 304 is arranged to assume an open condition, in which it allows the passage of fluid into the opening 306 of said pneumatic pipe 308, or a closed condition, in which it prevents the passage of fluid into the opening 306 of said pneumatic pipe 308. The transition between the open condition and the closed condition of the valve means 304 occurs as a function of the transition of said coupler 302 of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle. In this example of implementation, the control system 300 comprises:

- a first electronic processing means 310 (e.g. a control circuit) arranged for:
  - determining whether the first vehicle is in a service condition;
  - generating an unlocking signal 312 when said first vehicle is in the service condition;
- an unlocking means 314 (e.g. an unlocking assembly) arranged for:
  - receiving said unlocking signal (312) from said first electronic processing means (310); and
  - when it receives said unlocking signal 314, making the transition from the open condition to the closed condition by the valve means 306 independent from the transition of said coupler 302 of the first vehicle from the coupled state to the decoupled state.

According to the example shown above, for example, even if a mechanical failure of a coupler of a first vehicle were to occur, causing said coupler of the first vehicle to transit from the coupled state with the coupler of another vehicle to the decoupled state from the coupler of another vehicle, when the first vehicle is in service, the valve means (e.g., the valve) of the coupler (e.g. the DAC) of the first vehicle may remain in the open condition, so as to preserve the continuity of the pneumatic pipe between the vehicles.

In a further aspect, the present invention relates to a coupler 302 comprising a valve means 304 arranged to be coupled to an opening 306 of a pneumatic pipe 308 of a first vehicle. The valve means 304 is arranged to assume an open condition, in which it allows the passage of fluid into the opening 306 of said pneumatic pipe 308, or a closed condition, in which it prevents the passage of fluid into the opening 306 of said pneumatic pipe 308. The transition between the open condition and the closed condition of the valve means 304 occurs as a function of the transition of said coupler 302 of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle. The coupler comprises a control system 300 according to any one of the embodiments described above.

In a further aspect, the present invention relates to a vehicle. The vehicle comprises at least one coupler according to the embodiment described above.

Preferably, by way of non-limiting example, the vehicle may be a railway vehicle, e.g. a locomotive, a passenger car, a freight car, a wagon, etc.

In a yet further aspect, the present invention relates to a control method for a coupler 302 of a first vehicle. This method is implemented by means of an electronic processing means 310.

Again, by way of non-limiting example, the electronic processing means, 310 may be or comprise at least one of a control circuit, a controller, a microcontroller, a processor, a microprocessor, an FPGA, a PLC, a computer, or the like.

The coupler 302 comprises a valve means 304 arranged to be coupled to an opening 306 of a pneumatic pipe 308 of the first vehicle. This valve means 304 is arranged to:

- assume an open condition, in which it allows the passage of fluid into the opening 306 of said pneumatic pipe 308, or a closed condition, in which it prevents the passage of fluid into the opening 306 of said pneumatic pipe 308.

The transition between the open condition and the closed condition of the valve means 304 occurs as a function of the transition of said coupler 302 of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle.

The control method comprises the steps of:

- determining whether the first vehicle is in a service condition;
- if the first vehicle is in the service condition, making the transition between the open condition and the closed condition by the valve means 304 independent from the transition of said coupler 302 of the first vehicle between the coupled state and the decoupled state.

All the embodiments described above for the control system, even if not repeated here, may find analogous application for the control method described above.

Terms such as “processing”, “calculating” or “determining” refer to the operations performed by the processing means (e.g. a control circuit), which may include computer systems or electronic devices which may handle data represented as physical (electronic) quantities in memories or registers. One or more components may be described as “configured to”, “configurable to”, “operable/operative for”, “adapted/adaptable to”, “arranged to” or similar terms. Unless explicitly indicated, these terms comprise components in both an active state and an inactive state. Unless otherwise specified, terms such as “including” or “having” must be interpreted as open terms (i.e. “including but not limited to”). Numerical indications generally refer to “at least” the indicated number, and disjunctive terms such as “A or B” must be interpreted as including one or both, unless explicitly specified. The operations contained in a claim may be performed in any order, unless explicitly indicated. The expression “at least one of A, B and C” must be interpreted as any combination of A, B and C, such as A alone, B alone, C alone, A and B together, A and C together, B and C together and/or A, B and C together. The phrase “at least one of A, B or C” must be interpreted as a combination of A, B, C, A and B, A and C, B and C and/or A, B and C together.

The present written description may disclose different embodiments of the invention, including the best mode, and may allow a person ordinarily skilled in the art to put the embodiments of the invention into practice, including making and using of any device or system and performing any incorporated method. The scope of patentability of the invention is defined by the claims and may include other embodiments which may be made by a person ordinarily skilled in the art. Such other embodiments may be understood as falling within the scope of the claims if they have structural elements which do not differ from the literal language of the claims, or if they include equivalent structural elements with differences which are not substantial with respect to the literal language of the claims.

Therefore, the achieved advantage is that of having provided solutions which make it possible to avoid the loss of continuity of the pneumatic brake pipe of a train/vehicle convoy, even in the event of mechanical failure of a coupler.

Various aspects and embodiments of a control system, a control method and a vehicle according to the invention have been described. It is understood that each embodiment can be combined with any other embodiment. Furthermore, the invention is not limited to the described embodiments but can be varied within the scope defined by the accompanying claims.

Claims

1. A control system for a coupler of a first vehicle,

wherein said coupler comprises a valve means arranged to be coupled to an opening of a pneumatic pipe of the first vehicle;

the valve means being arranged to assume an open condition, in which it allows the passage of fluid into the opening of said pneumatic pipe or a closed condition, in which it prevents the passage of fluid into the opening of said pneumatic pipe

wherein the transition between the open condition and the closed condition of the valve means occurs as a function of the transition of said coupler of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle;

the control system comprising: a first electronic processing means arranged for: determining whether the first vehicle is in a service condition; generating an unlocking signal when said first vehicle is in the service condition; an unlocking means arranged for: receiving said unlocking signal from said first electronic processing means; and when it receives said unlocking signal making the transition of the valve means between the open condition and the closed condition independent of the transition of said coupler of the first vehicle between the coupled state and the decoupled state.

2. The control system according to claim 1, wherein said coupler of the first vehicle comprises a pin arranged to:

assume a decoupled position when said coupler of the first vehicle is decoupled from the coupler of the second vehicle;

assume a coupled position when said coupler of the first vehicle is coupled to the coupler of the second vehicle;

wherein, to transit between said coupled position and said decoupled position, the pin is arranged to rotate;

wherein said rotation of the pin, when transmitted to the valve means is arranged to cause the transition between the open condition and the closed condition of said valve means in a manner dependent on the transition between the coupled state and the decoupled state of the coupler of the first vehicle;

wherein said unlocking means is arranged to:

allow the rotation of the pin to be transmitted to said valve means when it does not receive said unlocking signal;

prevent the rotation of the pin from being transmitted to said valve means when it receives said unlocking signal.

3. The control system according to claim 2, wherein said rotation of the pin is arranged to be transmitted to the valve means by means of a mechanical means;

wherein said unlocking means comprises an electromechanical actuator arranged for: taking said mechanical means to an engaged position, in which the mechanical means is coupled to the pin, when the unlocking means does not receive said unlocking signal; taking said mechanical means to a disengaged position, in which the mechanical means is decoupled from the pin, when the unlocking means receives said unlocking signal;

or,

wherein said unlocking means comprises an electromechanical actuator arranged for: taking said pin to an engaged position, in which the pin is coupled to the mechanical means, when the unlocking means does not receive said unlocking signal; taking said pin to a disengaged position, in which the pin is decoupled from the mechanical means, when the unlocking means receives said unlocking signal.

4. The control system according to claim 2, wherein said pin either comprises or is connected to a gear comprising at least one seat made between respective gear teeth;

wherein said mechanical means either comprises or is connected to a matching means comprising at least one protrusion arranged to fit into said at least one gear seat;

wherein, when the pin or the mechanical means is taken into the engaged position, the at least one protrusion of the matching means is inserted into the at least one gear seat, so that rotation of the gear results in a rotation of the matching means;

wherein, when the pin or the mechanical means is taken into the disengaged position, the at least one protrusion of the matching means is removed from said at least one gear seat, so that a rotation of the gear does not result in a rotation of the matching means; or,

wherein said mechanical means either comprises or is connected to a gear comprising at least one seat made between respective gear teeth;

wherein said pin either comprises or is connected to a matching means comprising at least one protrusion arranged to be inserted into said at least one gear seat;

wherein, when the pin or the mechanical means is taken into the engaged position, the at least one protrusion of the matching means is inserted into the at least one gear seat, so that rotation of the gear results in a rotation of the matching means;

wherein, when the pin or the mechanical means is taken into the disengaged position, the at least one protrusion of the matching means is removed from said at least one gear seat, so that a rotation of the gear does not result in a rotation of the matching means.

5. The control system according to claim 2, in which said rotation of the pin is arranged to be transmitted to the valve means by means of a mechanical means;

wherein said unlocking means comprises a clutch arranged for: assuming an engaged state, in which it couples said mechanical means to said pin, when the unlocking means does not receive said unlocking signal; assuming a disengaged state, in which it decouples said mechanical means from said pin, when the unlocking means receives said unlocking signal.

6. The control system according to claim 5, wherein said clutch is of the electromagnetic type.

7. The control system according to any of the preceding claims, further comprising an electrical power supply means arranged to supply electrical power to said unlocking means;

wherein said unlocking means is arranged to utilize the electrical power received to make the transition between the open condition and the closed condition of the valve means independent from the transition of said coupler of the first vehicle between the coupled state and the decoupled state;

said electrical power supply means being connected to said unlocking means by means of an electrical interruption means arranged to assume a closed state, in which it allows the supply of said electrical power to the unlocking means and an open state, in which it prevents the supply of said electrical power to the unlocking means

the control system comprising a second processing means arranged for: determining whether the first vehicle is in a service condition; taking said electrical interruption means to the closed state, when the first vehicle is in the service condition; taking the electrical interruption means to the open state, when the first vehicle is not in the service condition.

8. The control system according to claim 1, wherein said first electronic processing means is implemented according to a safety integrity level SIL=4.

9. The control system according to claim 7, wherein said first electronic processing means is implemented according to a safety integrity level SIL=2 and said second electronic processing means is implemented according to a safety integrity level SIL=2.

10. A coupler comprising a valve means arranged to be coupled to an opening of a pneumatic pipe of a first vehicle;

the valve means being arranged to assume an open condition, in which it allows the passage of fluid into the opening of said pneumatic pipe or a closed condition, in which it prevents the passage of fluid into the opening of said pneumatic pipe

wherein the transition between the open condition and the closed condition of the valve means occurs as a function of the transition of said coupler of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle;

wherein the coupler comprises a control system.

11. A vehicle comprising a coupler according to claim 10.

12. A control method for a coupler of a first vehicle, implemented by means of an electronic processing means

wherein said coupler comprises a valve means arranged to be coupled to an opening of a pneumatic pipe of the first vehicle;

the valve means being arranged to assume an open condition, in which it allows the passage of fluid into the opening of said pneumatic pipe or a closed condition, in which it prevents the passage of fluid into the opening of said pneumatic pipe

wherein the transition between the open condition and the closed condition of the valve means occurs as a function of the transition of said coupler of the first vehicle between a coupled state with a coupler of a second vehicle and a decoupled state from the coupler of the second vehicle;

the control method comprising the steps of: determining whether the first vehicle is in a service condition; if the first vehicle is in the service condition, making the transition between the open condition and the closed condition by the valve means independent from the transition of said coupler of the first vehicle between the coupled state and the decoupled state.