Patent Application
20190359020
The present invention relates to a railway traction vehicle with variable traction.
More particularly, the invention is intended as a railway traction vehicle for mixed use, meaning a traction vehicle that can move on both railway tracks and on a hardened road surface.
Railway traction vehicles for mixed use have already been known for a long time, whereby the traction is provided by four rubber wheels that make contact with the rails on which they can exert their traction force. These machines with rubber wheels specifically adapted for rail use also have metal rail guidance wheels that can be lowered while pulling railway carriages and raised if the traction vehicle has to be moved to another track on its rubber wheels, however these metal rail guidance wheels exert no traction force on the rails.
It is known that rubber has a greater grip on steel than steel on steel. The traction power is approximately four times higher, so that such a machine has the traction power of a small traditional locomotive with steel rail wheels. Rubber has a coefficient of friction of 0.7-0.8 on the polished steel of a rail, while a steel rail wheel only has a coefficient of friction of 0.2-0.3.
As a rule of thumb the haulable load is approximately a hundred times higher than the empty weight of the traction vehicle, so such a machine weighing 16 tonnes can haul a weight of 1,600 tonnes.
A disadvantage of such converted railway traction vehicles is that the transmission of traction on the rails is limited to the four rubber wheels, as in the machines from which they are derived.
EP 2892781 discloses a railway traction vehicle fitted with four rubber wheels and four steel rail wheels, with all eight (8×8) exerting traction on the rails over which a train is hauled.
The empty weight of the 8×8 railway traction vehicle can weigh 30 tonnes and more, and consequently haul a train with a weight of 3,000 tonnes.
An advantage of such an 8×8 traction vehicle is that the rubber wheels are loaded less during hauling, because the steel rail wheels also bear the empty weight of the traction vehicle and exert traction force on the rails.
Each of the eight wheels of such an 8×8 traction vehicle is driven by an individual motor, which can be hydraulic or electric, with the driving power able to be individually controlled.
The 8×8 vehicle is always provided with a passive rail guidance system consisting of the four steel rail wheels that are pushed down on the track by the force exerted by the empty weight of the railway traction vehicle itself.
The raising and lowering of the steel rail wheels is effected by the pneumatic, hydraulic or electric tilting of the two bogies that each have a rubber wheel axle with two rubber wheels and a rail wheel axle with two steel rail wheels, each pivoting around a swing axle fixed to the supporting framework of the 8×8 vehicle. In the raised position the steel rail wheels no longer make contact with the rails, and the traction vehicle can be driven sideways on its rubber wheels that can be turned over an angle to 270° or less from the track and moved by road to another track.
The two tiltable bogies each have a central swing axle, around which the rail wheel axle and the rubber wheel axle of each bogie can rotate in concert to raise or lower the steel rail wheels from or onto the rails.
This swing axle is positioned symmetrically between the rail wheel axle and the rubber wheel axle. With lowered rail wheels the empty weight of the 8×8 vehicle is then symmetrically distributed over the rail wheel axle and the rubber wheel axle of each bogie. This arrangement ensures stable passive rail guidance, guaranteed by the weight of the whole vehicle without requiring additional active rail guidance, which may be lost with a failure of the drive means.
A disadvantage of this symmetrically arranged swing axle, is that the weight distribution between the rail wheel axle and rubber wheel axle is always constant, and the force of the empty weight is equally distributed between rail wheels and rubber wheels, while the traction of rubber wheels on the rails is approximately four times greater than the traction of steel rail wheels of a similar diameter.
The purpose of the present invention is to provide a solution to the aforementioned and other disadvantages, by providing an 8×8 railway traction vehicle with two bogies, each with a rubber wheel axle with two rubber wheels and a rail wheel axle with two steel rail wheels each pivoting around a swing axle fixed to a supporting framework, whereby the swing axle is positioned asymmetrically with respect to the connecting line between the rail wheel axle and the rubber wheel axle and whereby the ratio between the downward force on the rail wheel axle and the rubber wheel axle can be actively controlled by increasing the downward force on the rubber wheel axle and decreasing the force on the rail wheel axle or vice versa, whereby each bogie can be tilted around its swing axle by the exertion of an upward hydraulic, pneumatic or electric force on the bogie at the side of the rail wheel axle or on the rubber wheel axle itself.
The weight ratio transferred for the rubber wheel axle ensures that this is a traction vehicle on the track. If the weight ratio is transferred for the rail wheel axle, the vehicle can also be used as a rail tool and it provides good rail holding, all the more after the addition of means such as a crane, dumper, etc.
Raising the rail wheel axle until the rail wheels are no longer on the rails has the consequence that the empty weight of the vehicle resting on the bogie is no longer shared over the rail wheel axle and the rubber wheel axle, but is now only borne by the rubber wheel axle so this is subjected to higher downward force.
The four steel rail wheels can be lined with a traction-increasing covering material such as a synthetic material or rubber, or a composition that has good grip on metal, to prevent slipping with a lack of grip on the rails.
Preferably, the upward force on the bogie on the side of the rail wheel axle is exerted by two hydraulically extendable cylinders mounted with one fixed end on the supporting framework of the vehicle and with the other moving end mounted on the end of the bogie that is closest to the rail wheel axle.
Alternatively, a downward force can be exerted on the bogie on the side of the rubber wheel axle by, for example, two hydraulically extendable cylinders, mounted with one end fixed on the supporting framework of the vehicle and with the other moving end mounted on the end of the bogie that is closest to the rubber wheel axle, or on the rubber wheel axle itself (not shown).
Preferably, the ratio of the downward force on the rubber wheel axle and on the rail wheel axle can be dynamically controlled by an electronic control unit depending on the expected traction force needed while hauling a train or during a hauling start or stop phase.
In this way, the downward force on the rubber wheel axle can be greatly increased with the starting of the train when the need for traction is high, and can be decreased again as soon as the train has reached the desired speed, whereby rail holding must also remain assured by exerting sufficient force on the rail wheel axle.
Preferably, the traction for each of the eight wheels is separately controlled by an electronic control unit that independently determines the traction force of each wheel and matches it with the dynamic control of the ratio of the downward force on the rubber wheel axle and on the rail wheel axle of each bogie.
In this way, for example, it is possible to drive the traction vehicle only on the rail wheel axle or only on the rubber wheel axle if the vehicle for example is used as a rail tool for maintenance or repairs.
With the intention of better showing the characteristics of the invention, preferred embodiments of a railway traction vehicle according to the invention are described hereinafter by way of examples, without any limiting nature, with reference to the accompanying drawings, wherein:
The bogie 11a is raised by a hydraulically extendable cylinder 17 that is fixed with one fixed end 18 to the supporting framework 10 and with the other and moving end 19 to the end 20 of the bogie 11a that is closest to the rail wheel axle 16. The cut-out 21 shows the opening 22 from the bottom side of the support beam 23 of the supporting framework 10, in which the tilted bogie 11a can fit in the fully raised position.
The operation of the railway traction vehicle 12 according to the invention can be explained as follows.
The traction vehicle 12 is stored with tilted bogies 3a, 3b and thus with raised steel rail wheels 13 and standing on the four rubber wheels 24. The traction vehicle is driven on its rubber wheels 24, which are rotatable, to the place on the track where the traction vehicle 12 is required to move a train consisting of one or more carriages and this by means of the individual drive means available on each of the four rubber wheels 24.
The traction vehicle 12 is placed in front of the railway carriage to be hauled, with its rubber wheels 24 on the rails 9, so the metal rail wheels 13 are aligned with the rails 9 below. The metal rail wheels 13 are now lowered by tilting both bogies 3a, 3b by means of a hydraulic, electrical or pneumatic system until the metal rail wheels 13 make contact with the rails 9.
The steel rail wheels 13 are not actively forced down on the rails by an additional downward force, but by the force exerted by the empty weight of the railway traction vehicle itself and as a result form a passive rail guidance system.
This passive rail guidance system is much more reliable than active rail guidance as used in traditional railway traction vehicles, whereby active force control is exerted on the metal rail wheels 13 for rail guidance on the rails 9 but without exerting traction on the rails 9e.
Indeed, with the loss of the active force, the traction vehicle can derail, which does not happen with the passive rail guidance system because the empty weight always continues to exert a sufficiently high force due to gravitation. Then the traction vehicle 12 is coupled to the train consisting of carriages to be hauled.
The traction vehicle 12 is now moved by an electronic control unit that increases the driving force of the individual motors mounted on each of the eight wheels 13, 24 until they exert traction on the rails 9 and the whole train starts moving. Depending on the required traction force, the electronic control unit will hereby also dynamically control the ratio between the downward force on the rubber wheel axle 15 and the downward force on the rail wheel axle 16 to obtain optimum utilisation of the difference in traction force between a rubber wheel 24 and a steel rail wheel 13.
The electronic control unit will hereby optimally utilise the drive means of each wheel 24, 13 and the force distribution over rubber wheel axle 15 and rail wheel axle 16 to start the train moving, and as soon as this movement has started, will dynamically adjust the drive means of each wheel and the abovementioned force distribution according to the hauling route and at the required speed, while ensuring that with the steel rail wheels 13 the rail guidance always has sufficient downward force to prevent derailment.
The electronic control unit used can be a PLC provided with CAN-BUS communication or any other similar system. A traditional pneumatic system with compressed air is used to brake the train, with which each carriage of the train able to be braked, while the traction vehicle itself is hydrostatically and/or traditionally braked.
After the train has been brought to the required position, the traction vehicle 12 is uncoupled and the bogies 3a, 3b are raised, such that the steel rail wheels 13 no longer make contact with the rails 9. The rubber wheels 24 can now be turned in the direction in which the traction vehicle 1 must be driven off the rails, whereby the traction vehicle 12 is only borne by its four rubber wheels 24.
The traction vehicle 1 now is a vehicle that can be moved by road to another location where the presence of the traction vehicle is needed and the whole cycle of use can be repeated.
Obviously control of the traction vehicle can be automated to a certain extent.
The electronic control of the driving force of each motor in each wheel and of the force distribution over rubber wheel axle 15 and rail wheel axle 16 can also be automated to a certain extent, whereby the electronic control unit automatically identifies the phases in a hauling route and adapts control to the phase and the speed of the train at any time.
Obviously the railway traction vehicle must also be equipped with the legally imposed provisions for use on the track. Accordingly, use in certain environments requires that the traction vehicle emits no combustion gases, whereby an electrically powered embodiment is preferred.
The present invention is by no means limited to the embodiments as described as an example and shown in the drawings, but a railway traction vehicle for mixed use with eight traction wheels, provided with two bogies with asymmetrical swing axle according to the invention can be realized in all kinds of variants and dimensions, without departing from the scope of the invention, as described in the following claims.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2016/5693 | Sep 2016 | BE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/BE2017/000040 | 9/12/2017 | WO | 00 |
