EP1663757B1 - Locomotive pour la derivation d'un materiel roulant - Google Patents

Locomotive pour la derivation d'un materiel roulant Download PDF

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Publication number
EP1663757B1
EP1663757B1 EP04761509A EP04761509A EP1663757B1 EP 1663757 B1 EP1663757 B1 EP 1663757B1 EP 04761509 A EP04761509 A EP 04761509A EP 04761509 A EP04761509 A EP 04761509A EP 1663757 B1 EP1663757 B1 EP 1663757B1
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EP
European Patent Office
Prior art keywords
locomotive
shunting
underframe
reducer
engine
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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.)
Not-in-force
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EP04761509A
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German (de)
English (en)
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EP1663757A1 (fr
Inventor
Anastas Tsonkov Kolev
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Express Service Ood
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Express Service Ood
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    • 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
    • B61C17/04—Arrangement or disposition of driving cabins, footplates or engine rooms; Ventilation thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C13/00—Locomotives or motor railcars characterised by their application to special systems or purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
    • B61J3/00—Shunting or short-distance haulage devices; Similar devices for hauling trains on steep gradients or as starting aids; Car propelling devices therefor
    • B61J3/12—Self-propelled tractors or pushing vehicles, e.g. mules

Definitions

  • the patent concerns the railway transport and more specifically a locomotive for shunting of rolling stock and has an application in shunting, loading and unloading of wagons and is especially applicable for shunting of wagons for in-yard railway transport.
  • a shunting locomotive 6LDH specified in our country as series 55-00 according the Bulgarian State Railways (BSR) nomenclature. It is designed to shunt wagons and rolling stock weighting 1200-1500 tones and to position a respective wagon on a specific place of the railway.
  • the underframe of the known shunting locomotive 55- 00 has a coil-spring suspension on a standard wheeled sets, which are 4, connected by two in groups.
  • the diesel engine on the underframe is connected with the starter generator, the hydrodynamic transmitter and the reversing reducer by short elastic gross.
  • the reversing reducer transmits with the help of the respective cardan shaft the motion to a respective wheeled pair by a group wheeled pair reducer and an individual wheeled pair reducer.
  • the underframe_ is designed to have a cooling group, water and fuel tanks, piston compressor and on-board control deck.
  • the aggregates, fixed on the underframe are covered with a metal basket provided with servicing openings closed by doors.
  • the buffers and the draw-bars are stationary fixed on the underframe and there are compressor system, arresting system, electrical system, heating system and lubricating system.
  • the known shunting locomotive 55-00 has a high self-weight (68 tones) and dimensions (13,7m) which leads to an ineffective consumption of diesel fuel - 25,5 l/h at idle running of the engine or about 180 1 per work shift.
  • the high self-weight and dimensions make the storage of the locomotive in covered spaces difficult.
  • a diesel engine is used to put the locomotive in motion, which has a great power (920 kW) and which provides a speed of 72 km/h whereas the real speed of the shunting work is from 4 to 8 km/h.
  • the shunting locomotive needs a lot of cooling fluid (1 ton), which is necessary for the cooling of the engine.
  • the cooling system has a great length and a lot of connections which results in sufficient loss of cooling fluid. All of the above makes the usage of antifreeze unjustifiably expensive and a mellow water is used instead.
  • the operating mode of locomotive 55-00 requires the temperature of the cooling fluid to be in the range of 30-40° C. To reach these temperatures during the winter the engine must run idle at least half an hour. The fuel consumption is unjustified.
  • the access to the actuation groups and aggregates in the locomotive 55-00 is hampered and this respectively hampers the maintenance and the repair of the machinery.
  • the separate lubricating system provided for each of the aggregates makes the construction even more complicated.
  • the arresting system operates in the standard way via block brakes which are easily abraded.
  • the piston compressor is an outdated system and causes operational problems.
  • Another drawback of this shunting locomotive is the need of highly trained personnel - an engine-driver, a second engine-driver, and a shunter who perform the operations of shunting, positioning, loading and unloading without any visibility using only their personal experience.
  • the commands from the operating desk are transmitted via the traditional methods - sound and visual signals and the execution of the commands is difficult.
  • shunting locomotive US 4067264
  • underframe suspended on standard wheel sets.
  • the buffers and the draw-bars are stationary fixed on the underframe, on which are also fixed all essential aggregates and groups present in the previously described shunting locomotive 55-00 (engine, hydrodynamic transmitter, hydro-reversing and wheeled pair reducers, cooling group, piston compressor, water and fuel tanks, compressor system, arresting system, electrical system and lubricating system, metal basket for covering the aggregates with openings shut by doors, all fixed on the underframe)
  • That known shunting locomotive is operated by radio control.
  • the engine-driver it enables the engine-driver to walk freely on the locomotive's deck and to operate from various points depending on the performed operations - to get closer to the first wagon /in pushing/ or to the last one /in pulling/ with the purpose of having better visual contact with the pulled/pushed wagon.
  • the engine-driver has direct visibility to/ eye contact with the first wagon only, the majority of the operations like shunting, positioning, loading and unloading are performed without any visibility, relying only on his personal experience.
  • there is a second engine-driver who via sound and visual signals directs the engine-driver in operations like the positioning , hitching and unhitching of wagons. This necessitates the presence of at least two highly qualified operators - an engine-driver and a second engine-driver.
  • the objective of the invention is to construct a compact locomotive for shunting of rolling stock, especially for in-yard railway transport.
  • the locomotive can perform the shunting functions at lower operational expenses, can be more effectively and easily operated, and at the same time can provide the necessary traction.
  • a locomotive for shunting of rolling stock consisting of - underframe with coil-spring suspension on standard railway wheels and wheeled sets.
  • the engine fixed on the - underframe, is connected with the starter-generator and hydrodynamic transmitter which itself is connected with a hydro-reversing reducer.
  • the hydro-reversing reducer transmits via cardan shaft the motion to a respective wheeled pair reducer and wheels.
  • the underframe is designed to have a cooling group, compressor, on-board control deck and fuel and water tanks. All aggregates, fixed on the underframe, are covered with a metal basket with openings closed by doors providing the access to the aggregates.
  • the buffers and the draw-bars are stationary fixed on the underframe. It is provided for all systems necessary for the functioning of the machine - compressor system, arresting system, electrical system and lubricating system.
  • the underframe forms constructively the fuel tanks and the air tanks are situated under it.
  • On the underframe are fixed more than one engines each one provided with transmission system.
  • Each of the engines together with its respective transmission forms a separate actuator group.
  • Each group actuates the respective wheeled pair.
  • the power groups are connected with a shared lubricating system.
  • the doors on the covering basket providing access to the aggregates are designed to be of a type "butterfly'.
  • the present invention provides for the on-board control deck to be placed sideways on the covering basket and to enable a remote control from a remote control deck.
  • the remote control shall ensure the remote turning on of the engine, respectively the engines and the remote control of the operating modes of the shunting locomotive.
  • the range of the receiving signal for radio-control from the on-board control deck is adjustable and can be changed depending on the shunting area.
  • a light-indication device for the respective operating mode of the power groups is placed sideways on the locomotive.
  • the shunting locomotive's on-board control deck includes receiver with processor enabling the receiving and performing of the commands given by the remote control deck via a radio-signal.
  • the locomotive is designed to have a protection for all aggregates, as well as Dead man's handle.
  • the radio-signal coming to the on-board control deck receiver can be codified.
  • each of the power groups consists of diesel engine and transmission which includes hydrodynamic transmitter, reducer, elastic connector fixed between the hydrodynamic transmitter and the reducer and cardan shaft connected to wheeled pair reducer fixed to the respective wheeled pair.
  • a helical compressor is installed by each of the engines and disc brakes are provided for the arresting system.
  • the power groups can function separately as well as together to ensure the necessary traction.
  • the shunting locomotive according to the invention has a frame that forms constructively the necessary fuel tanks and is suspended on two wheeled sets. This makes the locomotive compact and it has almost twice smaller dimensions.
  • the overall length including the buffers is 7 270 mm whereas the known shunting locomotives have a length of over 13000 mm.
  • the weight of the present locomotive (16600 kg) is 4 to 5 times less than the weight of the known shunting locomotives.
  • the locomotive according to the patent is based on separate aggregates - in the preferred embodiment the separate power groups with two separate engines can work together as well as separately. Meanwhile the servicing operator can choose the proper operating mode. This results in reducing the fuel consumption because the second engine turns on only if a higher traction is required.
  • the fuel consumption of the locomotive according to the invention is 2.5 - 3 l/h at a tractive effort of 1 500 tones, whereas the consumption at idle running is merely 0.700 l/h.
  • the lubricating system shared by the power groups provides double protection because the two engines can lubricate the four reducers. Instead of block brakes the more modem arresting system uses disc breaks, which are fixed at each of the two reducers where the rotation speed is 30 times higher and it results in higher work efficiency and reliability.
  • the smaller dimensions and the compactness of the locomotive according to the invention result in a strong reduction of the length of the cooling system. It leads to a reduction in the amount of the circulating cooling fluid that is 16 1 respectively, whereas by the known shunting locomotives this amount is 1 tone. Because of the reduced amount of circulating cooling fluid in the locomotive according to the invention the usage of antifreeze is economically effective. Its usage enables the normal functioning of the equipment even at low temperatures without the need to keep the engine warm or to drain and refill water daily. This saves on average two unproductive hours a day for preparation of the equipment and idle running.
  • An advantage of the invention is the fact that highly trained personnel is not required for the locomotive's operating and control.
  • a single operator can service the locomotive manually or via a remote control and can perform all operations for positioning, loading and unloading of the wagons.
  • the shunting locomotive has high operational reliability that together with the small dimensions and low operational expenses makes it particularly suitable for in-yard railway transport.
  • the locomotive for shunting of rolling stock shown on fig. 1 and 2 consists of underframe with coil-spring suspension 2 on standard wheeled sets 3 and wheels 4.
  • the - underframe 1 forms constructively the fuel tanks 5 and the air tanks 6 are situated under it.
  • the construction is compact and has dimensions twice smaller than the locomotive 55-00.
  • the locomotive's overall length including the buffers is 7270 mm, the wheel-gauge is 1435 mm and the widest part is 2330 mm.
  • the locomotive's weight including the service reserves is 16600 kg.
  • Each transmission system includes hydrodynamic transmitter 8, reducer 9, elastic connector 10 fixed between the hydrodynamic transmitter 8 and the reducer 9, and a cardan shaft 11 connected to wheeled pair reducer 12 fixed on the respective wheeled pair 3.
  • Each engine 7 together with its transmitting system forms a separate actuator group setting to motion the respective wheeled pair 3 and wheels 4.
  • the power groups in this case two, can function separately as well as simultaneously to provide the necessary traction.
  • the locomotive will have the following configuration: diesel engine type D 3900 K, 52 kW and rotation speed of 2250 rev/ min, hydrodynamic transmitter type HDT 6870.2.S3-02, elastic connector type Viealstic 370-120, reducer type RDC 650, cardan shaft type 367/ 6.5 and wheeled pair reducer type A35 K.
  • the power groups - engine 7 and the transmitting system - are connected to a shared lubricating system that provides a double protection because the two engines 7 can lubricate the four reducers 9 and 12.
  • the oil pressure pumps installed on the diesel engines 7 suck oil from the respective wheeled reducer 12 and pass it for pressure lubrication of the cogged wheels and bearings in all reducers.
  • a helical compressor 13 is installed to each engine 7 and it supplies the air installation for unloading of the respective wagon and the servicing of he arresting system .
  • the compressors 13 are actuated by the diesel engines 7 via trapezium-shaped belts.
  • Each actuator group is supplied with a disk break 14.
  • the compressors are type ESB 5/8.
  • a cooling group, single-leader electrical system including starter storage batteries 15 and all necessary for the locomotive's functioning manifolds - air, arresting, lubricating, etc are placed on the underframe 1.
  • the storage battery is 12V/35 Ah.
  • the remote desk for radio control works with a storage battery type 12V/9 Ah.
  • All aggregates, equipment and machinery installed on the underframe 1 are covered with a metal basket 16 with openings. They are closed with doors 17 type 'butterfly' and thus providing the required access for operating and servicing.
  • the metal basket 16 can be dismantled from the underframe 1.
  • the buffers and the draw-bars 19 are stationary installed on the fore-beams 18 on the - underframe 1.
  • the fore-beams 18 are fitted to the - underframe 1 via pass-bolts.
  • the present invention provides for the on-board control deck 20 to be placed sideways from the covering basket 16.
  • the operator can control the shunting locomotive directly from the on-board control deck 20, standing on a foolproof step 21 or by a remote control deck.
  • the remote control is performed via a remote control deck ensuring the turning on of the engine 7, respectively the engines 7 and the remote control of the operating modes of the shunting locomotive.
  • the range of the receiving signal for radio-control from the remote control deck is adjustable and can be changed depending on the shunting area.
  • a light-indication device 22 for the respective operating mode of the power groups is placed sideways on of the locomotive.
  • the shunting locomotive's on-board control deck 20 includes receiver with processor enabling the receiving and performing of the commands given by the remote control deck via a radio-signal.
  • the locomotive is designed to have a protection for all aggregates, as well as Totmann protection (Dead man's handle) - active and passive.
  • the radio-signal coming to the command desk receiver can be codified making impossible the locomotive's activation by an unwanted source.
  • the shunting locomotive according to the invention gives possibility for an easy servicing.
  • the locomotive is based on aggregates thus the separate power groups in the preferred embodiment can operate simultaneously as well as separately. Meanwhile the servicing operator can choose the proper operating mode. This results in reducing the fuel consumption because the second engine turns on only if a higher traction is required.
  • the locomotive can shunt a train composition up to 1500 tones at the speed of 8 km/h at fuel consumption of 2,5 - 3 1/ h.
  • the smaller dimensions and the compactness of the locomotive according to the invention result in a strong reduction of the length of the cooling system. It leads to a reduction in the amount of the circulating cooling fluid that is 16 1 respectively.
  • the usage of antifreeze as a cooling fluid is economically effective. Its usage enables the normal functioning of the equipment at low temperatures without the need to keep the engine warm or to drain and refill water daily. This saves on average two unproductive hours a day for preparation of the equipment and idle running.
  • the control of the shunting locomotive is simplified and can be performed by the operator directly from the on-board control deck as well as via the remote control.
  • the starting process of turning the engines on is performed by the processor in the following sequence:
  • the engine actuates a special generator that reaches a tension corresponding to a speed rotation of 550 rev/min. This tension activates a relay that stops the starting process.
  • the operator monitors the success of the starting process and the other operations via a light-indication device 22.
  • the provided protections ensures the turn off of the engine and the activation of the locomotive's brake in the following cases:
  • the operator can service easily and precisely the locomotive and can perform all operations for positioning, loading and unloading of the wagons.
  • the shunting locomotive has high operational reliability that together with the small overall dimensions and low operational expenses makes it particularly suitable for in-yard railway transport.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Details Of Gearings (AREA)
  • Braking Arrangements (AREA)
  • Metal Rolling (AREA)
  • Forging (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Arrangement Of Transmissions (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (7)

  1. Locomotive pour la dérivation d'un matériel roulant se composant d'un châssis (1) avec la suspension de ressort hélicoïdal (2) sur les essieux montés standards (3), avec le moteur (7), fixé sur le châssis (1) lié à l'émetteur hydrodynamique (8) qui de sa part est lié à un réducteur hydraulique réversible (9) qui transmet par l'intermédiaire de l'axe de cardan (11) le mouvement à l'essieu monté respectif (3) par un réducteur des essieux montés (12) et le châssis (1) est conçu de tel façon que d'avoir un groupe de refroidissement, le compresseur (13), et des réservoirs de carburant (5) et des réservoirs d'eau (6) et tous les agrégats, fixés sur le châssis (1), sont couverts de panier en métal (16) avec les ouvertures qui sont clôturées par les portes (17) fournissant l'accès aux agrégats, et les amortisseurs et les barres extensibles (19) sont fixés immobile sur le châssis (1) et en outre il y a un système de compresseur, système d'arrêt d'urgence et système de lubrification, ainsi que le tableau de bord de contrôle (20) adapté pour la radio commande se caractérisant par cela que le châssis (1) forme de manière constructive les réservoirs de carburant (5) et sous le châssis sont situés les réservoirs d'air comprimé (6) et sur le châssis (1) sont fixés plus d'un moteur (7), chacun équipé d'un système de transmission, formant avec les moteurs respectifs (7) un groupe de mise en marche séparé, qui met en mouvement l'essieu monté respectif (3), et les groupes de mise en marche sont liés à un système de lubrification partagé, et le panier (16), couvrant les agrégats, possède des portes (17) de type "papillon" et le tableau de bord de contrôle (20), placés à côté du panier couvrant (16), et sur la locomotive un dispositif de lumière - indication est installé (22) pour le mode d'opération respectif des groupes de mise en marche.
  2. Locomotive pour la dérivation d'un matériel roulant selon la revendication 1 mais le tableau de bord de contrôle (20) est constitué d'un récepteur avec un processeur permettant la réception et l'exécution des commandes lancées à distance du tableau de radio commande par l'intermédiaire d'un radio - signal et une protection est assurée pour tous les agrégats, ainsi qu'une "protection de Totman".
  3. Locomotive pour la dérivation d'un matériel roulant selon la revendication 2 mais le radio - signal venant du tableau de commande (20) est codifié.
  4. Locomotive pour la dérivation d'un matériel roulant selon les revendications 1 et 2 mais chaque groupe de mise en marche contient un moteur diesel (7) et système de transmission se composant de l'émetteur hydrodynamique (8), un réducteur (9), le connecteur élastique /partie liant/ (10) fixé entre l'émetteur hydrodynamique (8) et le réducteur (9), et un axe de cardan (11) lié au réducteur d'essieu monté (12) fixé à l'essieu monté respectif (3).
  5. Locomotive pour la dérivation d'un matériel roulant selon les revendications 1, 2, et 4 mais sur chaque moteur (7) un compresseur hélicoïdal (13) est installé et le système de freinage contient des freins à disque (14).
  6. Locomotive pour la dérivation d'un matériel roulant selon n'importe quelle des revendications 1, 2, 4 ou 5 mais les groupes de mise en marche peuvent fonctionner séparément aussi bien que simultanément.
  7. Locomotive pour la dérivation d'un matériel roulant selon n'importe quelle des revendications 2 ou 3 mais les limites de réception du signal pour la radio commande du tableau de contrôle de bord (20) sont réglables.
EP04761509A 2003-09-24 2004-09-14 Locomotive pour la derivation d'un materiel roulant Not-in-force EP1663757B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
BG108196A BG65296B1 (bg) 2003-09-24 2003-09-24 Машина за маневриране на жп състави
PCT/BG2004/000017 WO2005039952A1 (fr) 2003-09-24 2004-09-14 Locomotive pour la derivation d'un materiel roulant

Publications (2)

Publication Number Publication Date
EP1663757A1 EP1663757A1 (fr) 2006-06-07
EP1663757B1 true EP1663757B1 (fr) 2009-01-07

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04761509A Not-in-force EP1663757B1 (fr) 2003-09-24 2004-09-14 Locomotive pour la derivation d'un materiel roulant

Country Status (5)

Country Link
EP (1) EP1663757B1 (fr)
AT (1) ATE420009T1 (fr)
BG (1) BG65296B1 (fr)
DE (1) DE602004018945D1 (fr)
WO (1) WO2005039952A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107458391A (zh) * 2017-06-30 2017-12-12 中车大连机车车辆有限公司 可拆卸式冷却装置模块

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AU2016202970B2 (en) * 2006-12-04 2018-05-31 General Electric Company System, method and computer software code for remotely assisted operation of a railway vehicle system
AT505816A1 (de) * 2007-10-04 2009-04-15 Hans G Unseld Antriebsfahrzeug
RU2477694C2 (ru) * 2011-01-26 2013-03-20 Олег Витальевич Одиноков Вагонотолкатель для перемещения железнодорожных вагонов (варианты) и платформа вагонотолкателя для перемещения железнодорожных вагонов
CN106043326A (zh) * 2016-06-23 2016-10-26 宝鸡中车时代工程机械有限公司 用于铁路维修的重型轨道车
RU2747168C1 (ru) * 2020-07-07 2021-04-28 Общество с ограниченной ответственностью "ПромТехТранс" Вагонотолкатель железнодорожных вагонов (варианты)
RU210630U1 (ru) * 2021-06-02 2022-04-22 Общество с ограниченной ответственностью ПромТехТранс Вагонотолкатель железнодорожных вагонов
CN113291348A (zh) * 2021-07-14 2021-08-24 王枭 一种电动牵车机

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NL176152C (nl) * 1975-01-30 1985-03-01 Estel Hoogovens Bv Radiografisch bestuurbare rangeerlocomotief.
US5367826A (en) * 1992-10-20 1994-11-29 Gen Electric Mechanical hatch lifting mechanism
FR2720360B1 (fr) * 1994-05-26 1996-07-19 Camail Ets J Dispositif d'entraînement d'un locotracteur.
RU2150399C1 (ru) * 1999-01-18 2000-06-10 Открытое акционерное общество "Брянский машиностроительный завод" Тепловоз
RU2162039C1 (ru) * 1999-04-21 2001-01-20 Григорчук Владимир Степанович Тепловоз с горизонтальным движителем

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107458391A (zh) * 2017-06-30 2017-12-12 中车大连机车车辆有限公司 可拆卸式冷却装置模块

Also Published As

Publication number Publication date
ATE420009T1 (de) 2009-01-15
BG108196A (en) 2004-04-30
DE602004018945D1 (de) 2009-02-26
WO2005039952A1 (fr) 2005-05-06
EP1663757A1 (fr) 2006-06-07
BG65296B1 (bg) 2007-12-28

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