Patent Application
20250171060
The present disclosure relates generally to rail vehicles.
Railroad car moving vehicles are used for moving railroad cars without the need for locomotives. Such vehicles are capable of operating both on the railroad track for the moving of railroad cars or on the ground for moving the railroad car moving vehicle between railroad tracks. Such a vehicle is sometimes referred to as a rubber-rail car. When the railroad car moving vehicle is operated on the railroad track, the rubber-tired ground wheels are retracted to a position above the rails on each side of the vehicle. When the track wheels are no longer required, the ground wheels are lowered and locked in place so that the vehicle can travel over the ground.
The present disclosure provides for a railroad car moving vehicle. The railroad car moving vehicle includes a chassis frame and a platform, the platform mechanically connected to the chassis frame. The railroad car moving vehicle also includes flanged rail wheels, the flanged rail wheels coupled to the chassis frame and a cab, the cab positioned on the platform. The railroad car moving vehicle also includes a rail idler wheel, the rail idler wheel connected to the chassis frame. The rail idler wheel includes a wheel and an encoder, the encoder in electrical communication with the wheel. In addition, the rail idler wheel includes a support system, the support system mounting the wheel to the chassis frame, and a control system, the control system in electrical communication with the encoder.
The present disclosure also provides for a method of controlling the speed of a railroad car moving vehicle. The method includes supplying a railroad car moving vehicle, the railroad car moving vehicle including a chassis frame and flanged rail wheels, the flanged rail wheels coupled to a transmission drive train. The railroad car moving vehicle also includes a rail idler wheel, the rail idler wheel connected to the chassis frame, the rail idler wheel including a wheel and an encoder, the encoder in electrical communication with the wheel. The rail idler wheel also includes a control system, the control system in electrical communication with the encoder. The method also includes measuring the revolutions per minute (RPM) of the wheel and measuring the transmission drive speed (TDS). The method also includes implementing RPM control. In a first option, the method includes comparing a maximum speed to the RPM of the wheel and if the RPM of the wheel is above the maximum speed, reducing an engine RPM until RPM of the wheel is less than maximum speed. The first option also includes, if TDS and RPM of the wheel differ, decreasing engine RPM until convergence of TDS and RPM of the wheel is met. In a second option, the method includes computing TDS acceleration from TDS, computing acceleration of RPM of the wheel, and comparing TDS acceleration and acceleration of RPM of the wheel. The second option also includes if TDS acceleration and acceleration of RPM of the wheel are different, reducing the TDS RPMs until TDS acceleration and RPM acceleration have converged.
The present disclosure is best understood from the following detailed description when read with the accompanying figures. It is emphasized that, in accordance with the standard practice in the industry, various features are not drawn to scale. In fact, the dimensions of the various features may be arbitrarily increased or reduced for clarity of discussion.
It is to be understood that the following disclosure provides many different embodiments, or examples, for implementing different features of various embodiments. Specific examples of components and arrangements are described below to simplify the present disclosure. These are, of course, merely examples and are not intended to be limiting. In addition, the present disclosure may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed.
When towing a mobile load, traction for flanged rail wheels 14 on a surface of the rail is used. For railroad car moving vehicle 10, traction may be created through a combination of: weight upon the rail, the torque of the power train, and surface friction. Sand, crushed glass, or other similar ground additives are commonly used to increase friction.
In certain embodiments, railroad car moving vehicle 10 may include rail idler wheel 40, as shown in
In implement speed control 250, TDS is compared to max speed input by the operator and RPM of wheel 42. If RPM of wheel 42 is above the max speed input by the operator, engine RPM is reduced until RPM of wheel 42 is below the max speed. If TDS and RPM of wheel 42 differ, engine RPM is decreased until convergence in TDS and RPM of wheel 42 is met. Such convergence may occur when flanged rail wheels 14 reduce or cease spinning in excess of needed rotation for the desired speed.
In implement traction control 260, TDS acceleration is compared to acceleration of RPM of wheel 42. If TDS acceleration and RPM acceleration differ, RPM is decreased until convergence in TDS acceleration and RPM acceleration of wheel 42 is met.
In certain embodiments, the controls algorithm manages detection of loss of contact between the wheel and comparison of detected vehicle speed with other data inputs to calculate vehicle speed and positioning relative to the track.
In some embodiments, control system 48 may be configured to receive data from blocks 210, 220, and 230, and perform the algorithm described by block 200. Specifically, control system 48 may be configured to receive data such as wheel 42 speed, for instance in RPMs and RPM acceleration, from encoder 44, maximum speed limitation from HMI 50, and transmission/drive train speed and acceleration from the transmission drive train. Control system 48 may then be configured to operate either in speed control mode or traction control mode. In control mode, control system 48 is configured to compare TDS against the maximum speed limitation and RPM of wheel 42. If RPM of wheel 42 is above the max speed limitation, control system 48 is configured to reduce engine RPM until RPM of wheel 42 is below the max speed limitation. If TDS and RPM of wheel 42 differ, control system 48 is configured to reduce engine RPM until TDS and RPM converge. In traction control mode, control system 48 is configured to compare TDS acceleration with acceleration of wheel 42. If TDS acceleration and acceleration of wheel 42 differ, the RPM of wheel 42 is decreased until TDS acceleration and acceleration of wheel 42 converge.
The foregoing outlines features of several embodiments so that a person of ordinary skill in the art may better understand the aspects of the present disclosure. Such features may be replaced by any one of numerous equivalent alternatives, only some of which are disclosed herein. One of ordinary skill in the art should appreciate that they may readily use the present disclosure as a basis for designing or modifying other processes and structures for carrying out the same purposes and/or achieving the same advantages of the embodiments introduced herein. One of ordinary skill in the art should also realize that such equivalent constructions do not depart from the spirit and scope of the present disclosure and that they may make various changes, substitutions, and alterations herein without departing from the spirit and scope of the present disclosure.
This application is a nonprovisional application which claims priority from U.S. provisional application No. 63/604,018, filed Nov. 29, 2023, which is incorporated by reference herein in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 63604018 | Nov 2023 | US |
