EP3472018B1 - Véhicule ferroviaire et procédé de commande d'un véhicule ferroviaire - Google Patents

Véhicule ferroviaire et procédé de commande d'un véhicule ferroviaire Download PDF

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Publication number
EP3472018B1
EP3472018B1 EP17726541.0A EP17726541A EP3472018B1 EP 3472018 B1 EP3472018 B1 EP 3472018B1 EP 17726541 A EP17726541 A EP 17726541A EP 3472018 B1 EP3472018 B1 EP 3472018B1
Authority
EP
European Patent Office
Prior art keywords
drive
motor
rail vehicle
hydrodynamic
pump
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.)
Active
Application number
EP17726541.0A
Other languages
German (de)
English (en)
Other versions
EP3472018A1 (fr
Inventor
Christian WEITERSBERGER
Christoph Kaiser
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Plasser und Theurer Export Von Bahnbaumaschinen GmbH
Original Assignee
Plasser und Theurer Export Von Bahnbaumaschinen GmbH
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Publication of EP3472018A1 publication Critical patent/EP3472018A1/fr
Application granted granted Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/16—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrostatic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/08—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines
    • B61C9/14—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing
    • B61C9/18—Transmission systems in or for locomotives or motor railcars with IC reciprocating piston engines hydraulic, including combinations with mechanical gearing using gearing of the hydrokinetic type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/42—Transmission systems in or for locomotives or motor railcars with electric motor propulsion hydraulic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways

Definitions

  • the invention relates to a rail vehicle with a vehicle frame supported on rail bogies and a hydraulic drive system driven by a motor, which comprises a hydrodynamic drive assigned to a first rail bogie and a hydrostatic drive assigned to a second rail bogie, to which a traction pump connected to a drive motor is assigned .
  • the invention also relates to a method for operating this rail vehicle.
  • Rail vehicles and track construction machines with hydrodynamic and / or hydrostatic drive are already well known.
  • the power required to operate such vehicles is the product of traction and speed.
  • the tractive force depends on the mass of the rail vehicle, the number of axles (total or driven) and the coefficient of friction between the rail and the wheel.
  • the invention has for its object to provide a rail vehicle and a method for its operation, with which an optimal power distribution of the drives can be achieved with changing coefficients of friction between wheel / rail.
  • this object is achieved in that the motor is designed for a higher power output than is required for the operation of the hydrodynamic drive, and in that a pump distribution gear is interposed between the motor and the hydrodynamic drive, via which the drive pump of the hydrostatic drive can be activated .
  • This training ensures a very good transmission of the drive power to the rail.
  • a constant power transmission is achieved especially under often changing external, weather and season-dependent conditions and the resulting changes in the coefficient of friction.
  • Rain, snow and ice, but also dirt from mud or autumn leaves change the coefficient of friction extremely unfavorably.
  • At least one further hydraulic pump for operating at least one further hydraulic drive for a working unit is assigned to the pump distribution gear.
  • various work units such as a crane, lifting platform, plow or even a snow blower
  • a hydraulic drive that is optimally designed for operation for the respective unit.
  • the drive consisting of pump and motor can be dimensioned according to the special requirements, so that an economical and performance-adjusted operation is guaranteed.
  • the object of the invention is also achieved by the use of a method in a rail vehicle according to the invention, in that Dependency of a friction value ⁇ between rail and wheel - the hydrostatic drive is switched on or off.
  • a particularly advantageous embodiment of the method is achieved by the following steps: a) determining a decreasing coefficient of friction ⁇ when operating with a hydrodynamic drive, b) switching on the hydrostatic drive by engaging the drive pump and the second drive motor, c) increasing the power of the motor, d) Operation of the rail vehicle with hydrodynamic and hydrostatic drive, e) reduction of engine power when a critical speed is exceeded, f) switching off the hydrostatic drive by disengaging the drive pump and the drive motor and g) operation of the rail vehicle with hydrodynamic drive.
  • Such method steps enable reliable and safe operation of the rail vehicle, which can be carried out almost independently of the difficult conditions already mentioned. Simultaneously increasing the engine power and dividing this power between the hydrodynamic and hydrostatic drive enables the rail vehicle to be operated largely unaffected by the unfavorable coefficient of friction, while the required adhesion between the rail and the wheel is always maintained. In the higher speed range, an increased engine power or a drive on several axles is no longer necessary, which is why the rail vehicle can be driven again by the hydrodynamic drive to save energy.
  • FIG. 1 A rail vehicle 1 designed as a track construction machine is shown. This essentially consists of a vehicle frame 4 supported on a first and a second rail undercarriage 2, 3.
  • the rail vehicle 1 has a hydraulic drive system 6 which is driven by a motor 5 which is preferably designed as an internal combustion engine.
  • This comprises a hydrodynamic drive 7 assigned to the first rail running gear 2 and a hydrostatic drive 8 assigned to the second rail running gear 3.
  • the latter is - as in FIG Fig. 2 can be seen - assigned a drive pump 10 connected to a drive motor 9.
  • the motor 5 is designed for a higher power output than is required for the operation of the hydrodynamic drive 7.
  • a pump distribution gear 11 is interposed between the motor 5 and the hydrodynamic drive 7.
  • the drive pump 10 of the hydrostatic drive 8 can be activated via this.
  • At least one further hydraulic pump 12 for operating at least one further hydraulic drive 13 for a working unit 14 is assigned to the pump distribution gear 11.
  • work units 14 would be crane 15, lifting platform 16 or snow blower 17.
  • the number of further hydraulic pumps 12 can vary in that either each work unit 14 is assigned its own hydraulic pump 12, or that a hydraulic pump 12 alternately drives one of the work units 14 .
  • the operation of the rail vehicle 1 is briefly described below. The operation takes place as a function of a coefficient of friction ⁇ between a rail 18 and a wheel 19, the hydrostatic drive 8 being switched on or off.
  • the rail vehicle 1 is mainly moved with the hydrodynamic drive 7.
  • the falling coefficient of friction ⁇ is determined with the aid of a measuring device 20.
  • the hydrostatic drive 8 is then switched on manually or automatically by engaging the drive pump 10 and the drive motor 9 Power of the motor 5, the rail vehicle 1 is now operated with hydrodynamic and hydrostatic drive 7, 8. If a critical speed v K is exceeded, the power of the motor 5 is reduced again and the hydrostatic drive 8 is switched off. This is done by disengaging the drive pump 10 and the drive motor 9.
  • the rail vehicle 1 is then driven again only by the hydrodynamic drive 7.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Motor Power Transmission Devices (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (4)

  1. Véhicule ferroviaire (1) avec un châssis de véhicule (4) appuyé sur des mécanismes de roulement ferroviaires (2, 3) et un système d'entraînement hydraulique (6), entraîné par un moteur (5), qui comprend un entraînement hydrodynamique (7) associé à un premier mécanisme de roulement ferroviaire (2) ainsi qu'un entraînement hydrostatique (8) associé à un second mécanisme de roulement ferroviaire (3), auquel est associée une pompe de roulement (10) connectée à un moteur de traction (9), caractérisé en ce que le moteur (5) est réalisé pour une puissance débitée supérieure à ce qui est nécessaire pour l'exploitation de l'entraînement hydrodynamique (7), et qu'un engrenage de distribution de pompes (11) est intercalé au moteur (5) et à l'entraînement hydrodynamique (7), par le biais duquel la pompe de roulement (10) de l'entraînement hydrostatique (8) peut être raccordée.
  2. Véhicule ferroviaire (1) selon la revendication 1, caractérisé en ce qu'au moins une autre pompe hydraulique (12) pour l'exploitation d'au moins un autre entraînement hydraulique (13) pour un module de travail (14) est associée à l'engrenage de distribution de pompes (11).
  3. Procédé d'exploitation d'un véhicule ferroviaire (1) avec un système d'entraînement hydraulique (6) selon la revendication 1 ou 2, caractérisé en ce que l'entraînement hydrostatique (8) est raccordé ou déconnecté en fonction d'un coefficient de frottement µ entre rail (18) et roue (19).
  4. Procédé selon la revendication 3, caractérisé par les étapes suivantes,
    a) détermination d'un coefficient de frottement µ en baisse lors de l'exploitation avec l'entraînement hydrodynamique (7),
    b) activation de l'entraînement hydrostatique (7) par accouplement de la pompe de roulement (10) et du moteur de traction (9),
    c) augmentation de la puissance du moteur (5),
    d) exploitation du véhicule ferroviaire (1) avec l'entraînement hydrodynamique et hydrostatique (7, 8),
    e) réduction de la puissance du moteur (5) en cas de dépassement d'une vitesse critique vκ,
    f) désactivation de l'entraînement hydrostatique (8) par désaccouplement de la pompe de roulement (10) et du moteur de traction (9), et
    g) exploitation du véhicule ferroviaire (1) avec l'entraînement hydrodynamique (7).
EP17726541.0A 2016-06-21 2017-05-26 Véhicule ferroviaire et procédé de commande d'un véhicule ferroviaire Active EP3472018B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATGM148/2016U AT15564U1 (de) 2016-06-21 2016-06-21 Schienenfahrzeug und Verfahren zum Betrieb eines Schienenfahrzeuges
PCT/EP2017/000625 WO2017220182A1 (fr) 2016-06-21 2017-05-26 Véhicule ferroviaire et procédé de commande d'un véhicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3472018A1 EP3472018A1 (fr) 2019-04-24
EP3472018B1 true EP3472018B1 (fr) 2020-07-15

Family

ID=60784364

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17726541.0A Active EP3472018B1 (fr) 2016-06-21 2017-05-26 Véhicule ferroviaire et procédé de commande d'un véhicule ferroviaire

Country Status (9)

Country Link
US (1) US11091177B2 (fr)
EP (1) EP3472018B1 (fr)
JP (1) JP6877468B2 (fr)
CN (1) CN109562766B (fr)
AT (1) AT15564U1 (fr)
CA (1) CA3022474A1 (fr)
EA (1) EA036624B1 (fr)
ES (1) ES2813608T3 (fr)
WO (1) WO2017220182A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT17665U1 (de) 2020-12-28 2022-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Schienenfahrzeug und Verfahren zum Betreiben des Schienenfahrzeugs

Family Cites Families (18)

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Publication number Priority date Publication date Assignee Title
DE1074069B (de) 1956-09-27 1960-01-28 J M Voith GmbH Heiden heim/Brenz Antriebsanlage mit einer Gasturbine und einem dieser nachgeschalteten hydrodynamischen Getriebe, fuer Triebfahrzeuge, insbesondere Schienen-triebfahrzeuge oder Anlagen mit aehnlichen Betriebsverhaeltnissen
LU35644A1 (fr) * 1957-12-14 1958-02-14
US3919948A (en) * 1963-02-18 1975-11-18 Rheinstahl Ag Dual transmission locomotive
US3752013A (en) * 1972-04-26 1973-08-14 Gen Motors Corp Power transmission having a hydrostatic drive combined with a hydrodynamic drive
DE2409333B2 (de) * 1974-02-27 1979-05-23 Arn. Jung Lokomotivfabrik Gmbh, 5242 Kirchen Lokomotive, insbesondere Rangierlokomotive
CA1131503A (fr) * 1978-10-17 1982-09-14 Lawrence A.J. Van Eyken Vehicule automobile bimode a moteurs hydrauliques
JPS63110066A (ja) * 1986-10-27 1988-05-14 日本車輌製造株式会社 デイ−ゼル動車
US5495912A (en) * 1994-06-03 1996-03-05 The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency Hybrid powertrain vehicle
JP2000142399A (ja) * 1998-11-13 2000-05-23 Niigata Eng Co Ltd 鉄道用除雪車
JP3665747B2 (ja) * 2001-04-20 2005-06-29 株式会社日本除雪機製作所 軌道除雪車
JP4250018B2 (ja) * 2003-05-13 2009-04-08 日本車輌製造株式会社 ディーゼル機関車の機関部支持構造
JP4242857B2 (ja) * 2005-06-27 2009-03-25 日本車輌製造株式会社 液体式内燃機関車の動力伝達装置、その操作方法、及び、液体式内燃機関車
DE102006043227A1 (de) * 2006-09-11 2008-03-27 Voith Turbo Gmbh & Co. Kg Schienenfahrzeugantrieb
GB0910242D0 (en) * 2009-06-15 2009-07-29 Bamford Excavators Ltd Hybrid transmission
DE102009051478B4 (de) * 2009-10-30 2017-06-29 Voith Patent Gmbh Antriebsvorrichtung
CN202115325U (zh) * 2011-06-29 2012-01-18 徐工集团工程机械股份有限公司江苏徐州工程机械研究院 功率分流液压混合动力车辆的驱动装置
CN203419139U (zh) * 2013-08-29 2014-02-05 北京二七轨道交通装备有限责任公司 铁路检修车
WO2015128770A1 (fr) * 2014-02-25 2015-09-03 Tesmec S.P.A. Procédé pour gérer un véhicule ferroviaire et véhicule ferroviaire fonctionnant selon ce procédé

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Also Published As

Publication number Publication date
EA201800532A1 (ru) 2019-05-31
ES2813608T3 (es) 2021-03-24
CN109562766A (zh) 2019-04-02
EP3472018A1 (fr) 2019-04-24
CN109562766B (zh) 2020-07-07
WO2017220182A1 (fr) 2017-12-28
JP2019527161A (ja) 2019-09-26
US11091177B2 (en) 2021-08-17
AT15564U1 (de) 2018-01-15
CA3022474A1 (fr) 2017-12-28
JP6877468B2 (ja) 2021-05-26
EA036624B1 (ru) 2020-12-01
US20190144008A1 (en) 2019-05-16

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