RAILWAY TRACTION VEHICLE WITH VARIABLE TRACTION

Abstract

Railway traction vehicle with eight traction wheels, provided 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 on the connecting line between the rail wheel axle and the rubber wheel axle with the ratio between the downward force on the rail wheel axle and the rubber wheel axle being actively controlled by increasing or decreasing the downward force on the rubber wheel axle and decreasing or increasing the downward force on the rail wheel axle.

Claims

1. Railway traction vehicle (12) with eight traction wheels (24,13), provided with two bogies (11a,11b) each with a rubber wheel axle (15) with two rubber wheels (24) and a rail wheel axle (16) with two steel rail wheels (13) each pivoting around a swing axle (14) fixed to a supporting framework (10), characterised in that the swing axle (14) is positioned asymmetrically on the connecting line between the rail wheel axle (16) and the rubber wheel axle (15) and that the ratio between the downward force on the rail wheel axle (16) and the rubber wheel axle (15) is actively controlled by increasing the downward force on the rubber wheel axle (15) and by decreasing the downward force on the rail wheel axle (16) or vice versa, whereby each bogie (11a,11b) can be tilted around its swing axle (14) by exerting an upward hydraulic, pneumatic or electric force on the bogie (11a,11b) on the side of the rail wheel axle (16), or by exerting an upward hydraulic, pneumatic or electric force on the bogie (11a,11b) on the side of the rubber wheel axle (15) or on the rubber wheel axle (15) itself.

2. Railway traction vehicle (12) according to claim 1, characterised in that an upward force is exerted on the bogie (11a, 11b) on the side of the rail wheel axle by two hydraulically extendable cylinders (17) mounted with one fixed end (18) on the supporting framework (10) of the vehicle, and with the other moving end (19) mounted on the end of the bogie (11a, 11b) that is closest to the rail wheel axle (16).

3. Railway traction vehicle (12) according to claim 1, characterised in that an upward force is exerted on the bogie (11a,11b) on the side of the rubber wheel axle (15) by two hydraulically extendable cylinders mounted with one fixed end on the supporting framework (10) of the vehicle, and with the other moving end mounted on the end of the bogie (11a,11b) that is closest to the rubber wheel axle (15) or on the rubber wheel axle (15) itself.

4. Railway traction vehicle (12) according to claim 1, characterised in that the ratio of the downward force on the rubber wheel axle (15) and on the rail wheel axle (16) is 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.

5. Railway traction vehicle (12) according to claim 4, characterised in that the traction for each of the eight wheels (24, 13) 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 (15) and on the rail wheel axle (16) of each bogie.

6. Railway traction vehicle (12) according to claim 1, characterised in that the four steel rail wheels (13) are lined with a traction-increasing covering.

7. Railway traction vehicle according to claim 6, characterised in that the traction-increasing covering mainly consists of a synthetic material or rubber.

8. Railway traction vehicle (12) according to claim 1, characterised in that the traction vehicle is itself hydrostatically and/or traditionally braked.

Description

[0026] 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:

[0027] FIG. 1 schematically shows a perspective view of an 88 railway traction vehicle according to prior art;

[0028] FIG. 2 shows a side view of FIG. 1 with raised rail wheels;

[0029] FIG. 3 shows a side view on a larger scale of a bogie from FIG. 2 indicated by F3;

[0030] FIG. 4 schematically shows a perspective view of an 88 railway traction vehicle according to the invention;

[0031] FIG. 5 shows a side view with partial cut-out of a bogie with asymmetrical swing axle according to the invention;

[0032] FIG. 6 shows FIG. 5 but with lowered rail wheels;

[0033] FIG. 7 shows a rear view of a bogie according to the invention with raised rail wheels;

[0034] FIG. 8 shows FIG. 7 but with lowered rail wheels;

[0035] FIG. 1 shows a perspective view of a railway traction vehicle 1 according to prior art, consisting of a supporting framework 2, on which two tiltable bogies 3a and 3b are mounted that bear eight individually driven traction wheels consisting of four rubber wheels 4 and four steel rail wheels 5 whereby the axles of the wheels are fixed to the two tiltable bogies 3a and 3b, that each bear a rubber wheel axle 6 with two rubber wheels 4 and a rail wheel axle with two steel rail wheels 5, each pivoting around a swing axle 8 fixed to the supporting framework 2.

[0036] FIG. 2 shows a side view of FIG. 1, but with raised bogies 3a, 3b so the steel rail wheels 5 no longer make contact with the underlying rails 9. The rubber wheels 4 are forced downwards such that the supporting framework 2 is raised to a higher level with respect to the rails 9.

[0037] FIG. 3 shows a more detailed side view of one bogie 3a, indicated by F3 in FIG. 2, on which the symmetrical position of the swing axle 8 of the bogie 3a between rubber wheel axle 6 and rail wheel axle 7 is clearly visible.

[0038] FIG. 4 shows a perspective view of the supporting framework 10 with bogies 11a, 11b of a railway traction vehicle 12 according to the invention, whereby the rail wheels 13 in both bogies 11a, 11b are raised and no longer make contact with the rails 9.

[0039] FIG. 5 shows a side view and with partial cut-out of a bogie 11a with asymmetrical swing axle 14 according to the invention, on which the asymmetrical position of the swing axle 14 on the connecting line between the rubber wheel axle 15 and rail wheel axle 16 is clearly shown. The swing axle 14 is now positioned closer to the rubber wheel axle 15 than the rail wheel axle 16, that in this case is raised so the rail wheels 13 are no longer in contact with the rails 9.

[0040] 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.

[0041] FIG. 6 shows FIG. 5, but with lowered rail wheels 13 on the rails 9. The bogie 11a is lowered by extending a hydraulically extendable cylinder 17 that allows the bogie 11a to tilt around its swing axle 14, due to which now both the rubber wheels 24 and the rail wheels 13 make contact with the rails 9. The cut-out 21 shows how the fixed end 18 of the extendable cylinder 17 is fixed to the inside of the support beam 23 of the supporting framework 10 and how the extendable part 17 of the extendable cylinder 17 has brought the bogie 11a into a horizontal position whereby the rail wheels 13 make contact with the rails 9.

[0042] FIG. 7 shows a rear view of a bogie 3a with raised rail wheels 13, whereby the body of the bogie 13a is in the horizontal position. The horizontally positioned hydraulic cylinders 25 for control of the rubber wheels 24 are visible. The upper 26 and lower section 27 of the bogie 3a are both horizontal.

[0043] FIG. 8 shows FIG. 7, but with lowered rail wheels 13, whereby the body of the bogie 13a is positioned slightly downward in the direction of the lowered rail wheels 13. The upper 26 and lower section 27 of the bogie 3a remain parallel to each other, but are no longer horizontal and both slope slightly at the same angle to the side of the rail wheels 13.

[0044] The operation of the railway traction vehicle 12 according to the invention can be explained as follows.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] Obviously control of the traction vehicle can be automated to a certain extent.

[0056] 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.

[0057] 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.

[0058] 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.