CA1170909A - Railway car - Google Patents
Railway carInfo
- Publication number
- CA1170909A CA1170909A CA000401956A CA401956A CA1170909A CA 1170909 A CA1170909 A CA 1170909A CA 000401956 A CA000401956 A CA 000401956A CA 401956 A CA401956 A CA 401956A CA 1170909 A CA1170909 A CA 1170909A
- Authority
- CA
- Canada
- Prior art keywords
- frame
- vehicle
- units
- unit
- beams
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A railway vehicle of modular construction in which the interchangeably positioned units include a fuel tank/cab unit, a control-equipment unit, a prime mover unit with a die-sel, engine and an electric generator or hydraulic pump, and a cooling unit, all having bottom plates corresponding in width to the width of the frame. The units are mounted on the lon-gitudinal beams of the upwardly open frame by bridge plates or yokes which draw bridged pairs of bottom plates toward the longitudinal beams. The spaces between the upper surfaces of the longitudinal beams and the upper surface of the transverse beams accommodates a cooling-air duct running to the trucks from the cooling unit which can also cool the engine.
A railway vehicle of modular construction in which the interchangeably positioned units include a fuel tank/cab unit, a control-equipment unit, a prime mover unit with a die-sel, engine and an electric generator or hydraulic pump, and a cooling unit, all having bottom plates corresponding in width to the width of the frame. The units are mounted on the lon-gitudinal beams of the upwardly open frame by bridge plates or yokes which draw bridged pairs of bottom plates toward the longitudinal beams. The spaces between the upper surfaces of the longitudinal beams and the upper surface of the transverse beams accommodates a cooling-air duct running to the trucks from the cooling unit which can also cool the engine.
Description
~ ~7~909 RAILWAY CAR
-SPECIFICATION
Field of the Invention The present invention relates to a self-propelled railway car and, more particularly, to a vehicle, specifical-ly a track-borne vehicle which can be utilized for elevated, surface and subway rail lines and which comprises a vehicle chassis or frame, one or more drive or propulsion motors, a cooling system for the propulsion motors and a prime mover ~i.e. a diesel-electric or diesel-hydraulic engine) for operating the propulsion motors.
Background of the Invention It is known to provide, for railway purposes, a prime mover on a vehicle chassis or frame which is carried, in turn, by wheel trucks on a pair of rails. The trucks have electric or hydraulic propulsion motors which are driven, in turn, with power generated by a diesel-electric engine or a diesel-hydrau-lic prime mover.
In the first case, the shaft of the diesel engine is connected to an electric generator which energizes the wheel motors.
In the second case, the wheel motors are hydraulic motors and are energized by hydraulic fluid delivered by a pump which, in turn, is driven by the diesel engine.
In German patent 1,455,141, for example, the vehicle frame is provided with a plate upon which the other units are seated and which also carries a cabin or the like for the opera-tor of the vehicle. Reference can also be had to German patent J l'~)g~3 document (open application) 2,603,326, U.S~ patents 2,638,056 and 3,021,797.
The floor plate is welded to the vehicle frame and stands on a stiffened platform capable of wlthstandlng shock and other forces transmitted to it by the truck suspensions or the llke.
However, since the attachment of these floor plates to the frame generally requires long weld seams, the system is sensitive to rupture of these seams.
Furthermore, the mounting of the various units upon the plate is time-consuming and the resulting system ls not easily maintained or repaired. Difficulties are encountered when entire units must be replaced.
Objects of the Invention It is the principal object of the present invention to provide an improved vehicle construction whereby the disad-vantages of earlier systems are obviated.
Another object of this invention is to provide an im-proved self-propelled railway vehicle which facilitates main-tenance and repair and which avoids the drawbacks of the ear-lier assembly for this purpose with respect to the mounting of the various components on the vehicle frame.
Still another object of this invention is to provide an improved railway car which does not suffer from deteriora-tion because of long weld seams and the like.
It is yet another object of the invention to provide a relatively inexpensive and simple railway car construction.
Summary of the Invention These objects and others which will become more rea-dily apparent hereinafter are attained, in accordance with the 1 17090~
present invention, in a self-propelled vehicle for a railroad~
in which the propulsion-motor cooling device, the propulsion--control system, the propulsion motor and the cab, to the ex-tent that they lie above the vehicle frame, and even the gene-rator or the hydraulic motive energy source, are provided in the form of laterally accessible individual units, each having a bottom plate which can be set upon and connected to the ve-hicle frame, the latter forming an upwardly open frame con-struction with longitudinal and transverse beams upon which the bottom plate of the respective units can be detachably mounted.
This arrangement enables a selective mounting and replacement of the units upon the open vehicle frame, a single frame-covering plate or floor plate upon which all the units rest being eliminated in the system of the invention. Each of the units is individually accessible and including the re-spective bottom plate, is self-contained.
The selective mounting of the various components per-mits, for example, the cab for the vehicle operator to be ~ocated midway of the ends of the frame or somewhat to one side or the other of a transverse center beam, or at either of the ends. Of course, two cabs may be provided, one at each end. The cabs may be narrow or wide and can be replaced, should the purpose of the vehicle change with time.
When the vehicle is a diesel-electric engine, on one hand the diesel engine and generating unit, and on the other hand the cooling unit can be disposed adjacent to a centrally located cab or housing.
When two end cabs are provided, the diesel engine and generating unit, the cooling unit and the control unit will be provided in this order between the two cabs.
~17G90~) The vehicle can form a rigid-frame or a pivotal-frame locomotive.
It has been found that the open-frame construction previously described and forming an important aspect of the invention has the advantage of high elasticity and freedom from tear-sensitive welding seams which permit distortion up to the elastic limit. In addition, of course, mounting of the various parts is simplified.
According to a feature of the invention, the vehicle frame is provided on both ends with front plates, and the bot-tom plates of the units are provided in modular widths for mounting upon the frame, the modular width corresponding to the length of the front plate.
It has been found to be advantageous, moreover, to provide elastomer or rubber layers between the units to be mounted upon the frame and surfaces of the latter which need not be completely finished.
The bottom plates of the unit are provided with yoke plates which can be drawn against these bottom plates by screws or bolts to press them against the rubber layers, the bottom plates preferably being spaced apart by respective gaps.
The transverse beams have their upper surfaces set below the upper surfaces of the longitudinal beams so that chan-nels are formed in the longitudinal beams for the control,electri-cal and fluid feed lines which canbe setinto these channels.
In a diesel engine system in which the diesel engine is connected to the generator, a common cooling-air duct is formed in the longitudinal direction within the vehicle frame between the upper sides of a longitudinal beam and the upper sides of a transverse beam, this cooling passage being connected by bellows with the propulsion motors and by upwardly extending fittings with the cooling unit and the control unit. The va-~ 17~909 rious ducts and passages are interconnected by lowering the units onto the frame.
The cooling passage can also be used to separate the high-current lines from the control and air lines so that the respective high current and control or compressed air lines lie on respective sides of the air passage.
The cooling unit forms an air-cooling assembly which can surround the engine core oE the diesel engine and can form a separate unit.
According to yet another feature of the invention, the motor cooler and the ccoling assembly are disposed directly adjacent to one another preferably in a transverse plane of the vessel and possibly even as a single unit. The air inlet open-ing for the motor cooler and the cooling air unit are provided on opposite sides while a diagonally-extending partition wall is provided between the air cooling assembly and the engine cooler, this partition extending in the direction of movement of the vehicle.
The invention also provides that the diesel engine unit can have an upwardly removable upper-portion on which the exhaust and air passages, together with the air filter and the exhaust muffler pipe, are mounted.
This embodiment is desirable to provide directly ad-jacent the unit forming the diesel engine, the cab as a sepa-rate unit. The cab can have a separately or downwardly swing-able roof portion which can project over the diesel engine unit.
The connections between the units can be provided be-low the respective bottom plates and at a level between the up-per and lower sides of the longitudinal and transverse beams.
The fuel tank of the vehicle can form a further unit which is mounted upon the frame, preferably below the operator cab, the bottom plate of the fuel tank corresponding in width to ~ 1~0~09 the bottom plates of the other units. Indeed, the operator's cab can be mounted upon the fuel tank. Practically all of the units with the exception of the cab can have a substantially cubic configuration.
A~cordinq to the invention, therefore, with the open frame construction in whlch the indivldual unlts have modular width corresponding to the width of the frame, the appearance of the railway carriage is not only aesthetlc but the assembly of the various unlts with the frame can be effected without further support elements bridging frame members or the like.
The low cost of the construction of the inventlon ls promoted by forming the frame from bars or struts which can be cut by oxyacetylene or other burning techniques from broader bars or slab stock. In general, finishing of the burned edges is not required and cushioning layers as described can be in-serted between the units to be mounted on the frame and the frame members.
It has also been found to be advantageous to leave a gap between the bottom plates of the joining unit, e.g. of about 10 mm in width, to permit fabrication toIerances to be observed which are comparatively large and to facilitate mount-ing, vibration or expansion and contraction phenomena.
Free space is provided below the bottom plates and the tops of the transverse beams to accommodate the pipes, electric service llnes or thelr fittings and it has been found to be especially effective to provide a common cooling air channel which is mounted in or on the frame or is provided thereon. This cooling-air duct can supply not only the elec-tric wheel-propulsion motors but also the control console, cir-cuit boxes and the like which may produce heat because of elec-trical losses.
For instance, in diesel e]ectric systems various ~ ~709~g electrical or electronic units may be provided to transform a two-phase alternating current into three-phase alternating cur-rent and such units, inverters, converters and transformers, may be cooled with air from such ducts.
For this reason the cooling air duct should extend, as noted, the full length of the vehicle frame which also af-fords the advantage that the cooling air generator can be po-sitioned at any point along this frame as may be desired.
The diesel engine can be provided with a housing having a roof which can be removable to afford access to the diesel engine from above. Various parts of the diesel engine can be mounted on this roof so as to be removable therefrom.
Naturally, the vertical removal of the roof can conveniently provide access to the diesel engine therebelow or the roof may be removable together with the diesel engine for the sim-plified mounting or the replacement of the latter in its entire-ty.
When the fuel tank is located below the operator cab as an independent unit and the bottom plate of the fuel tank corresponds to the width of the other units, as described, not only is assembly and filling of the tank facilitated, but it has been found that the field of vision of the operator can be improved.
Brief Description of the Drawing The above and other objects, features and advantages of the presen-t invention will become more readily apparent from the following description, reference being made to the accom-panying drawing in which:
FIG. 1 is a diagrammatic exploded view illustrating the principles of the present invention;
FIG. 2 is a diagrammatic section through the cooling 1 17090~
unit of the invention;
FIG. 3 is a detail - view showing the fastening of the units to the frame; and FIG. 4 is a section through a coolinq duct pro-vided on a railway carrier.
Specific Description In FIG. 1 of the drawing, there is shown a self-pro-pelled railway vehicle which can be used as an "engine" to push or tow passive railway cars or carriages, either of a passenger or of a freight train.
When the system operates with a diesel engine as a prime mover, it usually rides upon rails on an exposed right of way, although the motors may, if desired, be propelled by elec-tric motors receiving energization from pylons or a third rail, in which case the vehicle may be utilized for subway applica-tion as well.
The self-propelled vehicle of the invention compri-ses three wheel trucks, 2, 3, 4, mounted upon the vehicle frame 1 with the usual elastic suspension and driven by respective electric motors 5, 6, 7.
Naturally, instead of electric motors, hydraulic mo-tors can be used to propel the wheels of these trucks, in which case the prime mover of the vehicle will drive, not an electric generator, but a pump for delivering the hydraulic fluid to the motors.
The frame 1 also carries a housing 8 formed as a unitary cab for the vehicle operator, as well as individual units 9-12 which are mounted directly upon the frame. It should be noted that these units can be interchanged as to lo-cations at whicll the individual units must be provided.
More particularly, the diesel engine 9 forms one of ~ :Z 7090~
the units and can comprise a conventional diesel engine elec-tric generator set not shown in detail.
The cooling unit 10 has been shown in great detail in FIG. 2.
The control unit 11 has been shown only in diagram-matic form and can be provided with the relay, power conversion and the like electrical and electronic control systems for the vehicle. The fourth unit is the fuel tank 12.
The units 8-12 are shown to be closed on all sides and to have bottom plates 13-17, roof plates 18-21 (except for a fuel tank 12, which as the upper wall of the tank forms an equivalent to the roof plates) and lateral doors 22-25 (with the exception of the fuel tank 12 which has lateral ports 26, through which the fuel can be introduced).
This frame 1 has two massive front plates 27, 28, welded to and bridged by longitudinally extending beams 29 and 30 which can run the full length of the vehicle.
Transverse beams 31 and 32 are provided to brace the longitudinal beams and are welded to the latter.
While four such transverse beams are provided in substantially equispaced relationship, only the two beams 31 and 32 can be seen, since the other beams lie somewhat lower and are not visible.
The beams can be cut by acetylene torch burning from a steel slab, the cut edges being turned downwardly or covered with cushioning layers so they need not be finished.
The frame 1 is provided with a cooling duct 33 shown in great detail in FIGS. 2-4 and only visible as indicated by the dot-and-dash l~nes in the central region of FIG. 2, where this duc-t is broken away.
At the right hand end of the duct 33, the latter communicates with the cooling air unit 10 and distributes the _9_ ~ 17090~
cooling air via an opening (no-t shown) and bellows 34, 35 and 36 with the motors 5, 6 and 7.
At the left-hand end the cooling duct opens into the control unit 11 via an opening 37 in the bottom plate 16 there-of to cool the electrical devices in this unit.
In FIG. 1, the diesel engine is shown to be provided with a cover plate or roof 19 which can be removed by lifting it from the housing of the engine and which can also carry the exhaust gas pipe 38, the fresh air intake pipe 39 and an air filter 40. A muffler can also be provided on the exhaust pipe.
It will be apparent, therefore, that the diesel en-gine which itself has not been illustrated, is accessible not only through the doors 23 but also from above by removal of the cover plate 19.
The roof 18, which is unitary with the cab 8, can have eaves connected by hinges 41 to the remainder of the roof so these hinged portions can overhang walkways adjacent to the cab to protect personnel on these walkways from the sun. The hinges permit the eaves to be swung out of the way to allow the units 9 and 11 to be lifted from or mounted upon the frame.
As can be seen from FIG. 2, the unit 10 forming the cooling system device, has an outlet 42 through which air is blown into the atmosphere from the fan chamber or housing 46 by a fan blade driven by an electric motor 46 forming an engine cooler. An air intake port 45 can communicate with the engine compartment of the adjacent unit 9 to draw air through the en-gine compartment and thus dissipate heat from the radiator or other portions of the cooling system thereof.
Unit 10 is also provided with an air intake 50 for the cooling passage 33, the cool air being fed to the latter by a fan assembly 48 driven by an electric motor 49. This cooling air is separated by the inclined partition 44 from the engine 11709~
cooling air.
A heat exchanger can be provided at 45, e.g. in the form of the engine radiator, to facilitate cooling of the en-gine.
The air for the cooling passage 33 can be led through the baffle array 51, which serves to limit the noise output and to protect against the introduction of foreign matter via the air passage into the duct 33.
The inclined partition 44 and the diagonal orienta-tion of the assembly 48, permits two blower assemblies and a compressor 53 to be accommodated at the unit 10. The compres-sor 53 can supply any compressed air needed for the vehicle, e.g. for control purpose, air brakes or the like.
In addition, when the blower motors are driven by hydraulic fluid,- the proximity of the unit 10 to the unit 9 can permit short pipes to carry the fluid between the units, which is of great advantage in hydraulic systems.
To facilitate access to the unit 10, the portion thereof provided with the acoustic baffle 51 can carry handles such as the one shown at 54 to enable this portion of the hous-ing to be swung upwardly about a hinge 55. A latch (not shown) can releaseably retain this portion of the housing in the closed state.
The bottom plate of the unit 10, like the bottom plates 14, 16 and 17 of the units 9, 11 and 12, is mounted upon the longitudinal beams 29 and 30 by a slab of rubber 62 as shown in FIG. 3 so that the rubber slab can serve as a vibra-tion damper and can compensate for irregularities of the sur-faces of the longitudinal beams.
The surfaces of the transverse beams are set below those of the longitudinal beams to permit the duct 33 to be accommodated between the longitudinal beams (see FIG. 2).
1 170~0~
The fastening of the bottom plates 14-17 (FIG. 1) to the longitudinal beams 29 and 30 can be effected by a bridge piece 66 which clamps the bottom plate of two neighboring units to the respective longitudinal beams. To this end, each plate 16 or 17 rests upon respective pads 62 and is separated by a plate 65 formed with internally threaded bores 64 and welded to the longitudinal beams.
The plates 16 and 17 each have laterally open slots 63 which partially embrace the plate 65 and are overlain by the bridge piece 66. The latter has holes through which bolts 67 are passed to clamp the bridge 66 against the bot-tom plates 16 and 17.
FIG. 4 shows a cross-section through the cooling passage 33 which can be formed by a plate 56 whose sides are bent downwardly and can be bolted to a planar base plate 57.
Angle irons 58 can extend between the beams 29 and 30 to support the duct 33 and these angle irons can be fixed to brackets 59 and 60 formed wi-th holes 61 at varying positions to enable the brackets to be adjustably positioned upon the frame.
The holes can also serve to permit pipes, cables, wires or the like to be run longitudinally along the frame.
These pipes or cables can provide for electrical current supply to the motor, as compressed air lines to the brakes and as elec-tric control or service lines, or even as hydraulic lines, as may be required.
The high current lines and the control lines can be separated from one another by the duct 33 so that stray elec-tric fields do not affect the control circuit and the various fluid and electric lines do not adversely affect one another.
-SPECIFICATION
Field of the Invention The present invention relates to a self-propelled railway car and, more particularly, to a vehicle, specifical-ly a track-borne vehicle which can be utilized for elevated, surface and subway rail lines and which comprises a vehicle chassis or frame, one or more drive or propulsion motors, a cooling system for the propulsion motors and a prime mover ~i.e. a diesel-electric or diesel-hydraulic engine) for operating the propulsion motors.
Background of the Invention It is known to provide, for railway purposes, a prime mover on a vehicle chassis or frame which is carried, in turn, by wheel trucks on a pair of rails. The trucks have electric or hydraulic propulsion motors which are driven, in turn, with power generated by a diesel-electric engine or a diesel-hydrau-lic prime mover.
In the first case, the shaft of the diesel engine is connected to an electric generator which energizes the wheel motors.
In the second case, the wheel motors are hydraulic motors and are energized by hydraulic fluid delivered by a pump which, in turn, is driven by the diesel engine.
In German patent 1,455,141, for example, the vehicle frame is provided with a plate upon which the other units are seated and which also carries a cabin or the like for the opera-tor of the vehicle. Reference can also be had to German patent J l'~)g~3 document (open application) 2,603,326, U.S~ patents 2,638,056 and 3,021,797.
The floor plate is welded to the vehicle frame and stands on a stiffened platform capable of wlthstandlng shock and other forces transmitted to it by the truck suspensions or the llke.
However, since the attachment of these floor plates to the frame generally requires long weld seams, the system is sensitive to rupture of these seams.
Furthermore, the mounting of the various units upon the plate is time-consuming and the resulting system ls not easily maintained or repaired. Difficulties are encountered when entire units must be replaced.
Objects of the Invention It is the principal object of the present invention to provide an improved vehicle construction whereby the disad-vantages of earlier systems are obviated.
Another object of this invention is to provide an im-proved self-propelled railway vehicle which facilitates main-tenance and repair and which avoids the drawbacks of the ear-lier assembly for this purpose with respect to the mounting of the various components on the vehicle frame.
Still another object of this invention is to provide an improved railway car which does not suffer from deteriora-tion because of long weld seams and the like.
It is yet another object of the invention to provide a relatively inexpensive and simple railway car construction.
Summary of the Invention These objects and others which will become more rea-dily apparent hereinafter are attained, in accordance with the 1 17090~
present invention, in a self-propelled vehicle for a railroad~
in which the propulsion-motor cooling device, the propulsion--control system, the propulsion motor and the cab, to the ex-tent that they lie above the vehicle frame, and even the gene-rator or the hydraulic motive energy source, are provided in the form of laterally accessible individual units, each having a bottom plate which can be set upon and connected to the ve-hicle frame, the latter forming an upwardly open frame con-struction with longitudinal and transverse beams upon which the bottom plate of the respective units can be detachably mounted.
This arrangement enables a selective mounting and replacement of the units upon the open vehicle frame, a single frame-covering plate or floor plate upon which all the units rest being eliminated in the system of the invention. Each of the units is individually accessible and including the re-spective bottom plate, is self-contained.
The selective mounting of the various components per-mits, for example, the cab for the vehicle operator to be ~ocated midway of the ends of the frame or somewhat to one side or the other of a transverse center beam, or at either of the ends. Of course, two cabs may be provided, one at each end. The cabs may be narrow or wide and can be replaced, should the purpose of the vehicle change with time.
When the vehicle is a diesel-electric engine, on one hand the diesel engine and generating unit, and on the other hand the cooling unit can be disposed adjacent to a centrally located cab or housing.
When two end cabs are provided, the diesel engine and generating unit, the cooling unit and the control unit will be provided in this order between the two cabs.
~17G90~) The vehicle can form a rigid-frame or a pivotal-frame locomotive.
It has been found that the open-frame construction previously described and forming an important aspect of the invention has the advantage of high elasticity and freedom from tear-sensitive welding seams which permit distortion up to the elastic limit. In addition, of course, mounting of the various parts is simplified.
According to a feature of the invention, the vehicle frame is provided on both ends with front plates, and the bot-tom plates of the units are provided in modular widths for mounting upon the frame, the modular width corresponding to the length of the front plate.
It has been found to be advantageous, moreover, to provide elastomer or rubber layers between the units to be mounted upon the frame and surfaces of the latter which need not be completely finished.
The bottom plates of the unit are provided with yoke plates which can be drawn against these bottom plates by screws or bolts to press them against the rubber layers, the bottom plates preferably being spaced apart by respective gaps.
The transverse beams have their upper surfaces set below the upper surfaces of the longitudinal beams so that chan-nels are formed in the longitudinal beams for the control,electri-cal and fluid feed lines which canbe setinto these channels.
In a diesel engine system in which the diesel engine is connected to the generator, a common cooling-air duct is formed in the longitudinal direction within the vehicle frame between the upper sides of a longitudinal beam and the upper sides of a transverse beam, this cooling passage being connected by bellows with the propulsion motors and by upwardly extending fittings with the cooling unit and the control unit. The va-~ 17~909 rious ducts and passages are interconnected by lowering the units onto the frame.
The cooling passage can also be used to separate the high-current lines from the control and air lines so that the respective high current and control or compressed air lines lie on respective sides of the air passage.
The cooling unit forms an air-cooling assembly which can surround the engine core oE the diesel engine and can form a separate unit.
According to yet another feature of the invention, the motor cooler and the ccoling assembly are disposed directly adjacent to one another preferably in a transverse plane of the vessel and possibly even as a single unit. The air inlet open-ing for the motor cooler and the cooling air unit are provided on opposite sides while a diagonally-extending partition wall is provided between the air cooling assembly and the engine cooler, this partition extending in the direction of movement of the vehicle.
The invention also provides that the diesel engine unit can have an upwardly removable upper-portion on which the exhaust and air passages, together with the air filter and the exhaust muffler pipe, are mounted.
This embodiment is desirable to provide directly ad-jacent the unit forming the diesel engine, the cab as a sepa-rate unit. The cab can have a separately or downwardly swing-able roof portion which can project over the diesel engine unit.
The connections between the units can be provided be-low the respective bottom plates and at a level between the up-per and lower sides of the longitudinal and transverse beams.
The fuel tank of the vehicle can form a further unit which is mounted upon the frame, preferably below the operator cab, the bottom plate of the fuel tank corresponding in width to ~ 1~0~09 the bottom plates of the other units. Indeed, the operator's cab can be mounted upon the fuel tank. Practically all of the units with the exception of the cab can have a substantially cubic configuration.
A~cordinq to the invention, therefore, with the open frame construction in whlch the indivldual unlts have modular width corresponding to the width of the frame, the appearance of the railway carriage is not only aesthetlc but the assembly of the various unlts with the frame can be effected without further support elements bridging frame members or the like.
The low cost of the construction of the inventlon ls promoted by forming the frame from bars or struts which can be cut by oxyacetylene or other burning techniques from broader bars or slab stock. In general, finishing of the burned edges is not required and cushioning layers as described can be in-serted between the units to be mounted on the frame and the frame members.
It has also been found to be advantageous to leave a gap between the bottom plates of the joining unit, e.g. of about 10 mm in width, to permit fabrication toIerances to be observed which are comparatively large and to facilitate mount-ing, vibration or expansion and contraction phenomena.
Free space is provided below the bottom plates and the tops of the transverse beams to accommodate the pipes, electric service llnes or thelr fittings and it has been found to be especially effective to provide a common cooling air channel which is mounted in or on the frame or is provided thereon. This cooling-air duct can supply not only the elec-tric wheel-propulsion motors but also the control console, cir-cuit boxes and the like which may produce heat because of elec-trical losses.
For instance, in diesel e]ectric systems various ~ ~709~g electrical or electronic units may be provided to transform a two-phase alternating current into three-phase alternating cur-rent and such units, inverters, converters and transformers, may be cooled with air from such ducts.
For this reason the cooling air duct should extend, as noted, the full length of the vehicle frame which also af-fords the advantage that the cooling air generator can be po-sitioned at any point along this frame as may be desired.
The diesel engine can be provided with a housing having a roof which can be removable to afford access to the diesel engine from above. Various parts of the diesel engine can be mounted on this roof so as to be removable therefrom.
Naturally, the vertical removal of the roof can conveniently provide access to the diesel engine therebelow or the roof may be removable together with the diesel engine for the sim-plified mounting or the replacement of the latter in its entire-ty.
When the fuel tank is located below the operator cab as an independent unit and the bottom plate of the fuel tank corresponds to the width of the other units, as described, not only is assembly and filling of the tank facilitated, but it has been found that the field of vision of the operator can be improved.
Brief Description of the Drawing The above and other objects, features and advantages of the presen-t invention will become more readily apparent from the following description, reference being made to the accom-panying drawing in which:
FIG. 1 is a diagrammatic exploded view illustrating the principles of the present invention;
FIG. 2 is a diagrammatic section through the cooling 1 17090~
unit of the invention;
FIG. 3 is a detail - view showing the fastening of the units to the frame; and FIG. 4 is a section through a coolinq duct pro-vided on a railway carrier.
Specific Description In FIG. 1 of the drawing, there is shown a self-pro-pelled railway vehicle which can be used as an "engine" to push or tow passive railway cars or carriages, either of a passenger or of a freight train.
When the system operates with a diesel engine as a prime mover, it usually rides upon rails on an exposed right of way, although the motors may, if desired, be propelled by elec-tric motors receiving energization from pylons or a third rail, in which case the vehicle may be utilized for subway applica-tion as well.
The self-propelled vehicle of the invention compri-ses three wheel trucks, 2, 3, 4, mounted upon the vehicle frame 1 with the usual elastic suspension and driven by respective electric motors 5, 6, 7.
Naturally, instead of electric motors, hydraulic mo-tors can be used to propel the wheels of these trucks, in which case the prime mover of the vehicle will drive, not an electric generator, but a pump for delivering the hydraulic fluid to the motors.
The frame 1 also carries a housing 8 formed as a unitary cab for the vehicle operator, as well as individual units 9-12 which are mounted directly upon the frame. It should be noted that these units can be interchanged as to lo-cations at whicll the individual units must be provided.
More particularly, the diesel engine 9 forms one of ~ :Z 7090~
the units and can comprise a conventional diesel engine elec-tric generator set not shown in detail.
The cooling unit 10 has been shown in great detail in FIG. 2.
The control unit 11 has been shown only in diagram-matic form and can be provided with the relay, power conversion and the like electrical and electronic control systems for the vehicle. The fourth unit is the fuel tank 12.
The units 8-12 are shown to be closed on all sides and to have bottom plates 13-17, roof plates 18-21 (except for a fuel tank 12, which as the upper wall of the tank forms an equivalent to the roof plates) and lateral doors 22-25 (with the exception of the fuel tank 12 which has lateral ports 26, through which the fuel can be introduced).
This frame 1 has two massive front plates 27, 28, welded to and bridged by longitudinally extending beams 29 and 30 which can run the full length of the vehicle.
Transverse beams 31 and 32 are provided to brace the longitudinal beams and are welded to the latter.
While four such transverse beams are provided in substantially equispaced relationship, only the two beams 31 and 32 can be seen, since the other beams lie somewhat lower and are not visible.
The beams can be cut by acetylene torch burning from a steel slab, the cut edges being turned downwardly or covered with cushioning layers so they need not be finished.
The frame 1 is provided with a cooling duct 33 shown in great detail in FIGS. 2-4 and only visible as indicated by the dot-and-dash l~nes in the central region of FIG. 2, where this duc-t is broken away.
At the right hand end of the duct 33, the latter communicates with the cooling air unit 10 and distributes the _9_ ~ 17090~
cooling air via an opening (no-t shown) and bellows 34, 35 and 36 with the motors 5, 6 and 7.
At the left-hand end the cooling duct opens into the control unit 11 via an opening 37 in the bottom plate 16 there-of to cool the electrical devices in this unit.
In FIG. 1, the diesel engine is shown to be provided with a cover plate or roof 19 which can be removed by lifting it from the housing of the engine and which can also carry the exhaust gas pipe 38, the fresh air intake pipe 39 and an air filter 40. A muffler can also be provided on the exhaust pipe.
It will be apparent, therefore, that the diesel en-gine which itself has not been illustrated, is accessible not only through the doors 23 but also from above by removal of the cover plate 19.
The roof 18, which is unitary with the cab 8, can have eaves connected by hinges 41 to the remainder of the roof so these hinged portions can overhang walkways adjacent to the cab to protect personnel on these walkways from the sun. The hinges permit the eaves to be swung out of the way to allow the units 9 and 11 to be lifted from or mounted upon the frame.
As can be seen from FIG. 2, the unit 10 forming the cooling system device, has an outlet 42 through which air is blown into the atmosphere from the fan chamber or housing 46 by a fan blade driven by an electric motor 46 forming an engine cooler. An air intake port 45 can communicate with the engine compartment of the adjacent unit 9 to draw air through the en-gine compartment and thus dissipate heat from the radiator or other portions of the cooling system thereof.
Unit 10 is also provided with an air intake 50 for the cooling passage 33, the cool air being fed to the latter by a fan assembly 48 driven by an electric motor 49. This cooling air is separated by the inclined partition 44 from the engine 11709~
cooling air.
A heat exchanger can be provided at 45, e.g. in the form of the engine radiator, to facilitate cooling of the en-gine.
The air for the cooling passage 33 can be led through the baffle array 51, which serves to limit the noise output and to protect against the introduction of foreign matter via the air passage into the duct 33.
The inclined partition 44 and the diagonal orienta-tion of the assembly 48, permits two blower assemblies and a compressor 53 to be accommodated at the unit 10. The compres-sor 53 can supply any compressed air needed for the vehicle, e.g. for control purpose, air brakes or the like.
In addition, when the blower motors are driven by hydraulic fluid,- the proximity of the unit 10 to the unit 9 can permit short pipes to carry the fluid between the units, which is of great advantage in hydraulic systems.
To facilitate access to the unit 10, the portion thereof provided with the acoustic baffle 51 can carry handles such as the one shown at 54 to enable this portion of the hous-ing to be swung upwardly about a hinge 55. A latch (not shown) can releaseably retain this portion of the housing in the closed state.
The bottom plate of the unit 10, like the bottom plates 14, 16 and 17 of the units 9, 11 and 12, is mounted upon the longitudinal beams 29 and 30 by a slab of rubber 62 as shown in FIG. 3 so that the rubber slab can serve as a vibra-tion damper and can compensate for irregularities of the sur-faces of the longitudinal beams.
The surfaces of the transverse beams are set below those of the longitudinal beams to permit the duct 33 to be accommodated between the longitudinal beams (see FIG. 2).
1 170~0~
The fastening of the bottom plates 14-17 (FIG. 1) to the longitudinal beams 29 and 30 can be effected by a bridge piece 66 which clamps the bottom plate of two neighboring units to the respective longitudinal beams. To this end, each plate 16 or 17 rests upon respective pads 62 and is separated by a plate 65 formed with internally threaded bores 64 and welded to the longitudinal beams.
The plates 16 and 17 each have laterally open slots 63 which partially embrace the plate 65 and are overlain by the bridge piece 66. The latter has holes through which bolts 67 are passed to clamp the bridge 66 against the bot-tom plates 16 and 17.
FIG. 4 shows a cross-section through the cooling passage 33 which can be formed by a plate 56 whose sides are bent downwardly and can be bolted to a planar base plate 57.
Angle irons 58 can extend between the beams 29 and 30 to support the duct 33 and these angle irons can be fixed to brackets 59 and 60 formed wi-th holes 61 at varying positions to enable the brackets to be adjustably positioned upon the frame.
The holes can also serve to permit pipes, cables, wires or the like to be run longitudinally along the frame.
These pipes or cables can provide for electrical current supply to the motor, as compressed air lines to the brakes and as elec-tric control or service lines, or even as hydraulic lines, as may be required.
The high current lines and the control lines can be separated from one another by the duct 33 so that stray elec-tric fields do not affect the control circuit and the various fluid and electric lines do not adversely affect one another.
Claims (16)
1. A self-propelled railway vehicle comprising:
an upwardly open vehicle frame formed with a pair of longitudinal beams and a plurality of transverse beams inter-connected with said longitudinal beams;
a plurality of laterally accessible units including a prime mover unit, a cooling unit and a control unit on said frame, each of said units having a bottom plate of a width corresponding substantially to the width of said frame and spanning across said longitudinal beams;
means for individually securing said bottom plates de-tachably and interchangeably to said frame and with said units at selected positions along said frame; and wheel trucks affixed to said frame and provided with motors connected to respective wheels for propelling said vehicle on a pair of rails, said motors being operatively connected to said prime mover so as to be driven thereby.
an upwardly open vehicle frame formed with a pair of longitudinal beams and a plurality of transverse beams inter-connected with said longitudinal beams;
a plurality of laterally accessible units including a prime mover unit, a cooling unit and a control unit on said frame, each of said units having a bottom plate of a width corresponding substantially to the width of said frame and spanning across said longitudinal beams;
means for individually securing said bottom plates de-tachably and interchangeably to said frame and with said units at selected positions along said frame; and wheel trucks affixed to said frame and provided with motors connected to respective wheels for propelling said vehicle on a pair of rails, said motors being operatively connected to said prime mover so as to be driven thereby.
2. The vehicle defined in claim 1 wherein said prime mover is a diesel engine connected to an electric current generator, said motors being electric motors electrically connected to said generator.
3. The vehicle defined in claim 1 wherein said prime mover is a diesel engine provided with a pump and said motors are hydraulic motors operatively connected to said pump.
4. The vehicle defined in claim 1 wherein said frame comprises a pair of end plates interconnecting said beams, and said bottom plates having width corresponding to the lengths of said end plates.
5. The vehicle defined in claim 4 wherein said secur-ing means includes elastomeric layers between said plates and said longitudinal beams, and clamping means for pressing said bottom plates to said longitudinal beams.
6. The vehicle defined in claim 5 wherein said clamp-ing means include bridge plates spanning pairs of said bottom plates and bolts for drawing said bridge plates toward said longitudinal beams.
7. The vehicle defined in claim 1 wherein said trans-verse beams lie below the upper surface of said longitudinal beams to define, between said upper surface and said transverse beams, a space, said vehicle further comprising a cooling duct running through said space and connected to said cooling unit.
8. The vehicle defined in claim 7 wherein said cool-ing duct communicates with said motors for cooling same via bellows extending between each of said trucks and said cooling duct.
9. The vehicle defined in claim 8 wherein said cool-ing duct separates high current electric lines from electrical control lines disposed respectively on opposite sides of said cooling duct along said frame.
10. The vehicle defined in claim 8 wherein said cool-ing unit is disposed adjacent said prime mover unit and in-cludes means for cooling a diesel engine forming part of said prime mover unit.
11. The vehicle defined in claim 2 wherein said prime mover unit includes housing receiving a diesel engine and hav-ing a removable roof affording access to said diesel engine, said roof carrying exhaust and air intake ports for said diesel engine.
12. The vehicle defined in claim 1, further compris-ing an operator cab mounted on said frame and having a roof overhanging adjacent units and with hinged eaves adapted to en-able said eaves to be swung out of the path of said units for mounting said units on and dismounting said units from said frame.
13. The vehicle defined in claim 1, further compris-ing service lines interconnecting said units and extending along said frame between the tops of said longitudinal beams and the tops of said transverse beams.
14. The vehicle defined in claim 1, further comprising a fuel tank unit mounted on said frame with respective bottom plates, and an operator cab mounted upon said fuel tank.
15. The vehicle defined in claim 14 wherein lateral walls of said tank form longitudinal flanks of the vehicle.
16. The vehicle defined in claim 1 wherein at least some of said units have generally cubic shapes.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813118055 DE3118055A1 (en) | 1981-05-07 | 1981-05-07 | Railway locomotive |
| DEP3118055.8 | 1981-05-07 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1170909A true CA1170909A (en) | 1984-07-17 |
Family
ID=6131666
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000401956A Expired CA1170909A (en) | 1981-05-07 | 1982-04-29 | Railway car |
Country Status (5)
| Country | Link |
|---|---|
| AT (1) | AT378520B (en) |
| CA (1) | CA1170909A (en) |
| CH (1) | CH658430A5 (en) |
| DE (1) | DE3118055A1 (en) |
| ES (1) | ES8304491A1 (en) |
Families Citing this family (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4702291A (en) * | 1985-09-16 | 1987-10-27 | General Signal Corporation | Propulsion system for integral trains |
| DE19532855A1 (en) * | 1995-09-06 | 1997-03-13 | Abb Patent Gmbh | Rail locomotive |
| DE19606792A1 (en) * | 1996-02-23 | 1997-08-28 | Abb Daimler Benz Transp | Rail vehicle with car body |
| DE10061127A1 (en) * | 2000-12-07 | 2002-06-27 | Voith Turbo Kg | Frame construction set series has each frame consisting of main frame, suspension devices and changeable auxiliary frame |
| DE10144381B4 (en) * | 2001-09-10 | 2004-02-05 | Siemens Ag | Process for making a locomotive |
| DE10145237A1 (en) * | 2001-09-13 | 2003-04-03 | Bombardier Transp Gmbh | Locomotive with side aisles |
| DE10239242B4 (en) * | 2002-08-22 | 2010-02-25 | Siemens Ag | Railbound locomotive, in particular locomotive |
| ES2258386B1 (en) * | 2004-08-11 | 2007-12-01 | Ferrocarriles De Via Estrecha Feve | LOCOMOTIVE OF ELECTRICAL AND DIESEL-ELECTRICAL DUAL TRACTION RAILWAY. |
| DE102005057119B4 (en) * | 2005-11-30 | 2014-05-28 | Siemens Aktiengesellschaft | Connection of a heavy device to a support structure of a rail vehicle |
| DE102005057121B4 (en) * | 2005-11-30 | 2014-05-28 | Siemens Aktiengesellschaft | Installation of a heavy equipment, in particular a main transformer, in the supporting structure of a rail vehicle |
| DE102008053719A1 (en) * | 2008-09-23 | 2010-04-29 | Schalker Eisenhütte Maschinenfabrik Gmbh | locomotive |
| DE102010035903A1 (en) * | 2010-08-26 | 2012-03-01 | Alstom Transport Sa | Rail vehicle for use as e.g. shunter, has coupling device arranged between outer drive units and inner drive unit, where coupling device has partial hydraulic, pneumatic, electronic and/or electrical components e.g. steering units |
| DE102022106074A1 (en) | 2022-03-16 | 2023-09-21 | Windhoff Bahn- Und Anlagentechnik Gmbh | Modular system for producing a track construction machine |
| DE102022123984B4 (en) | 2022-09-19 | 2024-08-29 | Vossloh Rolling Stock GmbH | Center cab locomotive |
| DE102023200558A1 (en) * | 2023-01-25 | 2024-07-25 | Siemens Mobility GmbH | Container in an engine room of a rail vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT164897B (en) * | 1947-07-28 | 1949-12-27 | Rudolf Ing Walker | Rail vehicle driven by internal combustion engines with mechanical or electrical power transmission |
| DE828700C (en) * | 1950-11-22 | 1952-01-21 | Krauss Maffei Ag | Entirely welded frame for rail vehicles, especially for locomotives |
| AT224154B (en) * | 1959-12-11 | 1962-11-12 | Voith Gmbh J M | Cooling and venting device for internal combustion engine drives |
| DE1455141B1 (en) * | 1964-10-31 | 1969-09-11 | Krauss Maffei Ag | Framework for locomotives |
| DE6604666U (en) * | 1967-02-09 | 1970-01-29 | Linke Hofmann Busch | THREE-PIECE RAIL VEHICLE WITH VENTILATION DEVICE FOR THE BOGIE TRAVEL MOTORS |
| US3771293A (en) * | 1971-12-06 | 1973-11-13 | Gen Electric | Louver air cleaner |
| DE2366029C3 (en) * | 1973-08-18 | 1979-08-02 | Kloeckner-Humboldt-Deutz Ag, 5000 Koeln | Arrangement of an upwardly directed exhaust shaft in the roof area of a rail vehicle with gas turbine drive |
| DD125263A1 (en) * | 1976-04-22 | 1977-04-13 |
-
1981
- 1981-05-07 DE DE19813118055 patent/DE3118055A1/en active Granted
-
1982
- 1982-03-30 AT AT0123482A patent/AT378520B/en not_active IP Right Cessation
- 1982-04-26 CH CH254182A patent/CH658430A5/en not_active IP Right Cessation
- 1982-04-29 CA CA000401956A patent/CA1170909A/en not_active Expired
- 1982-05-06 ES ES511956A patent/ES8304491A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| CH658430A5 (en) | 1986-11-14 |
| DE3118055A1 (en) | 1982-11-25 |
| ATA123482A (en) | 1985-01-15 |
| AT378520B (en) | 1985-08-26 |
| ES511956A0 (en) | 1983-03-01 |
| ES8304491A1 (en) | 1983-03-01 |
| DE3118055C2 (en) | 1990-07-12 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA1170909A (en) | Railway car | |
| US4137982A (en) | Reinforced radiator mounting for heavy vehicles | |
| US3982600A (en) | Vehicle engine hood | |
| US3882951A (en) | Quiet slide out engine vehicle | |
| US20060065451A1 (en) | Self-contained axle module | |
| US20080223251A1 (en) | Locomotive propulsion system module for refurbishment of used locomotives | |
| US5553673A (en) | Modular self-contained pump unit for vehicle mounting | |
| ES2336831T3 (en) | MANUFACTURE OF A LOCOMOTIVE. | |
| CA2302761A1 (en) | Modular vehicle construction and transportation system | |
| JPH10138956A (en) | Body structure of electric automobile | |
| US8534198B2 (en) | Locomotive engine enclosure and method for servicing locomotive engine | |
| RU138267U1 (en) | MAIN DIESEL | |
| JP3325625B2 (en) | Electric car | |
| EP0679564B1 (en) | A motor vehicle structure and a method for assembling a vehicle having this structure | |
| US2396506A (en) | Motor vehicle | |
| US20100071585A1 (en) | Locomotive power module installation and removal | |
| US4127300A (en) | Transition piece for power plant in mobile electric power generating systems | |
| JP2012086737A (en) | Rolling stock equipped with power generation facility | |
| EP0634984B1 (en) | Railway vehicle of modular construction | |
| CN218505646U (en) | Mechanical structure for bearing power battery installed on 50-ton pure electric mining dump truck | |
| US20060096347A1 (en) | Locomotive | |
| KR20100048908A (en) | Passenger transport railcar | |
| US2317849A (en) | Locomotive | |
| US20220227234A1 (en) | Energy-supplying double-deck carriage, rail vehicle and method of manufacturing a double-deck carriage | |
| US2591848A (en) | Power generating locomotive |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEC | Expiry (correction) | ||
| MKEX | Expiry |