GB2531506A

GB2531506A - Railway locomotive

Info

Publication number: GB2531506A
Application number: GB1417919.6A
Authority: GB
Inventors: Dunn Jenkins Gareth; Hannaford Clive
Original assignee: CLAYTON EQUIPMENT Ltd
Current assignee: CLAYTON EQUIPMENT Ltd
Priority date: 2014-10-10
Filing date: 2014-10-10
Publication date: 2016-04-27
Also published as: GB201417919D0

Abstract

A locomotive comprises traction wheels 46, 48, 58, 62 and a control wheel 50, 60 on each side and a motor 34, 38 which rotates one wheel on each side. The control wheel 50, 60 is located above, in between and in contact with the traction wheels 46, 48, 58, 62 such that the control wheels 50, 60 cause the traction wheels 46, 48, 58, 62 to rotate together. The traction 46, 48, 58, 62 and/or control 50, 60 wheels may comprise a rubber tyre on a steel wheel and/or the tyres may be conventional road vehicle tyres. There may be separate motors 34, 38 for driving wheels on each side. Each motor 34, 38 may drive a traction wheel 46, 58 and the driven traction wheels 46, 58 may be arranged diagonally. There may be mounting frames 30, 32 on each side. Each free traction wheel 48, 62 may have a suspension 56, 68 which may comprise a spring and/or a damper. The traction wheels 46, 48, 58, 62 may be mounted to a support arm 42, 66 pivotally mounted to the locomotive at one end and connected to the mounting frame 30, 32 at the other. The control wheels 50, 60 may be mounted by a resilient mounting 54, 70. The mounting frames 30, 32 may be adjustable so they can be varied for use with different gauges (figs 7 and 8).

Description

Railway Locomotive This invention concerns a railway locomotive.

A wide range of railway locomotives are provided for different uses.

One such use is in construction projects or similar, and usually a narrow gauge locomotive is required, often for a relatively short term project such as forming a tunnel or other structure. For such uses it is generally desirable to have a relatively inexpensive locomotive bearing in mind its at least initial relatively short term use, though obviously such locomotives require to be reliable, efficient, and often rugged.

According to a first aspect of the invention there is provided a railway locomotive, the locomotive including a pair of traction wheels each side of the locomotive, a respective control wheel on each side of the locomotive, each control wheel being located above, in between and in contact with a respective pair of traction wheels on that side of the locomotive, such that when a one of the traction wheels rotates the respective control wheel causes the other traction wheel on that side of the locomotive to rotate with it, and a motor to rotate a one of the wheels on each side of the locomotive, such that the control wheels cause both traction wheels on each side of the locomotive to rotate together.

The traction wheels may include a tyre, which may be made of rubber. 25 The tyre may be mounted on a metal wheel, which metal wheel may provide a flange engageable with a railway track.

The control wheel may include a tyre, which tyre may be mounted on a metal wheel.

The metal wheels may be made of steel.

The tyres on the traction wheels and/or control wheels may be conventional road vehicle tyres.

A separate motor may be provided for driving the wheels on each side of the locomotive.

A gear box may be provided for the or each motor.

Each motor may drive a respective driven traction wheel on a respective side of the locomotive, with the other free traction wheel on the respective side of the loco being rotated by the driven traction wheel rotating the respective control wheel which rotates the respective free traction wheel.

The locomotive may be arranged such that the driven traction wheels are arranged diagonally, i.e. there is a front driven traction wheel on one side of the locomotive, and a rear driven traction wheel on the other side of the locomotive.

A first motor may be located towards the front of the locomotive to drive 20 a respective front driven traction wheel, and a second motor may be located towards the rear of the locomotive to drive a respective rear driven traction wheel.

In one arrangement an electric motor is provided for each driven traction wheel, and torque control is provided for each motor to permit the traction wheels on different sides of the locomotive to rotate at different speeds for instance when going around a bend.

In a further arrangement an internal combustion motor or motors is provided.

A suspension arrangement may be provided for each diagonally opposite free traction wheel on the locomotive, i.e. a front free traction wheel on one side and a rear free traction wheel on the other side.

A wheel mounting frame may be provided on each side of the locomotive.

The suspension arrangement may include a resilient arrangement extending between a mounting of the respective free traction wheel and the 10 wheel mounting frame.

The traction wheels on each side of the locomotive may be mounted to a support arm, which arm is pivotally mounted to the remainder of the vehicle at one end adjacent the driven traction wheel, and which arm is connected to the wheel mounting frame towards the other end thereof by the resilient arrangement.

The resilient arrangement may include a spring, and may also include a damper.

The control wheels on each side of the locomotive may be mounted to the respective wheel mounting frame and may be mounted to the respective wheel mounting frame by a resilient mounting. The locomotive may be arranged such that a relatively heavy part of the locomotive bears down on the control wheel resilient mountings, which relatively heavy part may include batteries or a motor.

Each wheel mounting frame may mount a respective one of the motors, and may also mount a respective one of the gear boxes.

The locomotive may include a base frame to which the wheel mounting frames are mounted, and the wheel mounting frames may be adjustably mounted on the base frame such that the spacing between the wheel mounting frames can be varied for use of the locomotive on different track gauges.

The wheel mounting frames may each include a longitudinal elongate member extending between mounting points on the base frame towards the front and rear of the locomotive.

The control wheel resilient mountings may be mounted to the respective longitudinal elongate members.

The locomotive includes a braking system, which system may operate on the motor driving the control wheels. Alternatively the braking system may operate directly on the control wheels.

An embodiment of the present invention will now be described by way of example only and with reference to the accompanying drawings, in which:-Fig. 1 is a diagrammatic side view of a locomotive according to the 20 invention; Fig. 2 is a similar view to Fig. 1 but with a cover on the locomotive removed; Fig. 3 is a diagrammatic cross sectional side view of the locomotive of Fig. 1; Fig. 4 is a diagrammatic view from beneath of the locomotive of Fig. 1; Fig. 5 is a first diagrammatic perspective view of the locomotive of Fig. Fig. 6 is a second diagrammatic perspective view of the locomotive of Fig. 1 with a number of components removed; and Figs. 7 and 8 are respectively front views of the locomotive of Fig. 1 in use in respectively first and second conditions.

The drawings show a locomotive 10 which is suitable for use on a variety of narrow gauge railways for instance in a construction environment. The locomotive 10 includes a cab 12 in which a driver 14 is shown in a number of the drawings sat on a seat 16 with a console 18.

The cab 12 is provided at a front part 20 of the locomotive which has a first coupling arrangement 2. A rear part 24 of the locomotive 10 is provided with a second coupling arrangement 26 and a housing 28 to locate a 15 compressor and/or component or items.

A pair of wheel mounting frames in the form of longitudinal beams 30, 32 are provided on each side extending from the rear of the cab 12 to the end of the rear part 24. The location of mounting of the longitudinal beams 30, 32 can be varied as will hereinafter be described.

The right hand longitudinal beam 30 mounts a first electric motor 34 which extends forwards from the beam 30 to locate beneath the driver's seat 16. The first electric motor 34 connects via a coupling 44 to a first gear box 36 immediately behind the motor 34. The left hand longitudinal beam 32 mounts a second electric motor 38 towards the end of the rear pad 24, with a second gear box 40 connected via a coupling 64 to the second electric motor 38 and immediately in front thereof.

The first gear box 36 is drivingly connected by an axle (not shown) to a first driven traction wheel 46. A first support bar 42 is pivotally mounted to the axle extending between the first gear box 36 and wheel 46, which bar 42 permits pivotal movement about a generally horizontal axis. The first support bar 42 also freely rotatingly mounts a second free traction wheel 48 directly opposite but not connected to the second gear box 40.

A first control wheel 50 is mounted to the first longitudinal beam 30 midway between the first and second traction wheels 46, 48. The first control wheel is freely rotatably movable about an axle 52. The axle 52 is connected by a sprung first pillar 54 which extends a short distance above the first beam 30. The first control wheel 50 is located and of a size so as to engage between the first and second traction wheels 46, 48 to cause simultaneous rotation thereof.

The first support bar 42 is connected by a first suspension arrangement 56 including a spring and damper to the first beam 30 immediately behind the second gear box 40 to provide suspension for the first and second traction wheels 46, 48.

A similar arrangement is provided connected to the second left hand longitudinal beam 32. As indicated in this instance the second electric motor 38 and second gear box 40 are towards the rear of the locomotive 10. In this instance the driven traction wheel is the third rear wheel 58 which drivingly connects via a respective second control wheel 60 to a fourth front free traction wheel 62.

A second support bar 66 is provided pivotally mounted to an axle (not shown) extending between the gear box 40 and the third rear wheel 58. The second support bar 66 freely rotatingly mounts the fourth front free traction wheel 62. Again a second sprung pillar 70 is provided to mount the second control wheel 60.

A plurality of batteries 72 are provided in a battery container 74 which engages on the sprung pillars 54, 70 to urge the control wheels 50, 60 against the respective traction wheels 46, 48, 58, 62.

Torque control is provided for the first and second electric motors 34, 38 which means that for instance if the locomotive is going round a bend such that the wheels on the inside would have to slip or move more slowly, this can be achieved with the torque remaining the same on the inside and the outside, but the lesser resistance encountered on the outside enabling the respective wheels to turn more quickly.

The traction wheels 46, 48, 58, 62 all comprise a steel wheel 76 with flanges 78 engageable against a rail 80 as shown for instance in Figs. 7 and 8. Mounted on the steel wheels 76 are conventional road rubber tyres 82.

The control wheels 50, 60 also comprise steel wheels 84 but without flanges, and which wheels 84 mount conventional road rubber tyres 86.

Therefore in use, the motors 34, 38 will drive through the respective gear boxes 36, 40, the respective driven traction wheels 46, 58. The driven traction wheels 46, 58 will rotate the respective control wheels 50, 60 which are being urged thereagainst by the respective sprung pillars 54, 70, such that the control wheels 50, 60 will cause the respective free traction wheels 48, 62 to rotate at the same speed as the respective driven traction wheels 46, 58, thereby providing a four wheel drive to the locomotive 10.

A braking system is provided for the locomotive which may be provided by the motors 34, 38. Alternatively a braking system could be provided on the control wheels 50, 60, or elsewhere.

The configuration of the suspension arrangements 56, 68 and the pivotal mountings 44, 64 along with the sprung pillars 54, 70, mean that the locomotive 10 can operate over undulating track whilst maintaining drive to all four traction wheels 46, 48, 58, 62.

As indicated the first and second longitudinal beams 30, 32 are adjustably mounted on the remainder of the locomotive 10. Fig. 7 shows the locomotive 10 with the beams 30, 32 relatively close together for use on a narrow gauge, which in this instance is 600mm. Fig. 8 shows the locomotive 10 with the beams 30, 32 spaced further apart for use on a wider gauge, which in this instance is 1,067mm.

There is thus described a locomotive with a number of advantageous features. As indicated the locomotive can readily be used on different gauges, as could be encountered for instance at subsequent construction projects or the like.

The use of rubber tyres provides for a significant weight saving relative to conventional steel wheels. The conventional tyres are relatively inexpensive and provide good contact with each other. Furthermore these can readily be replaced or repaired with conventional tools as required.

The torque control enables the rubber tyre wheels to be used without a differential arrangement or similar which would previously have been the case to permit rotation at different speeds around bends. Again this provides a simplification of the locomotive construction and also cost savings. The batteries are used here to provide a force to ensure good engagement between the respective wheels.

The described suspension system enables irregular track to be encountered without causing derailment. The diagonal opposite arrangement of the suspension and also the drive arrangement aids the stability of the locomotive in use, and also helps to equally balance the locomotive, and make optimum use of space.

Various modifications may be made without departing from the scope of the invention. For instance, as indicated different braking systems can be used. Different mountings and/or suspension arrangements could be provided for the various wheels. In some instances it may be required to use an internal combustion engine or engines, such as a diesel engine, rather than an electric motor. In this instance the engine or engines could be located so as to press down on the control wheels.

Whilst endeavouring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

Claims 1. A railway locomotive, the locomotive including a pair of traction wheels each side of the locomotive, a respective control wheel on each side of the locomotive, each control wheel being located above, in between and in contact with a respective pair of traction wheels on that side of the locomotive, such that when a one of the traction wheels rotates the respective control wheel causes the other traction wheel on that side of the locomotive to rotate with it, and a motor to rotate a one of the wheels on each side of the locomotive, such that the control wheels cause both traction wheels on each side of the locomotive to rotate together.
2. A railway locomotive according to claim 1, in which the traction wheels include a tyre. T 15 40)
3. A railway locomotive according to claim 2, in which the traction wheel tyre is made of rubber.

N
4. A railway locomotive according to claims 2 or 3, in which the tyre traction wheel is mounted on a metal wheel.
5. A railway locomotive according to claim 4, in which the metal wheel provides a flange engageable with a railway track.
6. A railway locomotive according to any of the preceding claims, in which the control wheel includes a tyre.
7. A railway locomotive according to claim 6, in which the control wheel tyre is mounted on a metal wheel.
8. A railway locomotive according to claims 4 or 7, in which the metal wheels are made of steel.
9. A railway locomotive according to claims 2 or 6, in which the tyres on the traction wheels and/or control wheels are conventional road vehicle tyres.
10. A railway locomotive according to any of the preceding claims, in which a gear box is provided for the motor.
11. A railway locomotive according to any of the preceding claims, in which a separate motor is provided for driving the wheels on each side of the 10 locomotive.
12. A railway locomotive according to claim 11, in which each motor drives a respective driven traction wheel on a respective side of the locomotive, with the other free traction wheel on the respective side of the loco being rotated by the driven traction wheel rotating the respective control wheel which 40) rotates the respective free traction wheel.
13. A railway locomotive according to claim 12, in which the locomotive is arranged such that the driven traction wheels are arranged diagonally, i.e. there is a front driven traction wheel on one side of the locomotive, and a rear driven traction wheel on the other side of the locomotive.
14. A railway locomotive according to claim 13, in which a first motor is located towards the front of the locomotive to drive a respective front driven traction wheel, and a second motor is located towards the rear of the locomotive to drive a respective rear driven traction wheel.
15. A railway locomotive according to any of claims 12 to 14, in which an electric motor is provided for each driven traction wheel, and torque control is provided for each motor to permit the traction wheels on different sides of the locomotive to rotate at different speeds for instance when going around a bend.
16. A railway locomotive according to any of claims 1 to 14, in which an internal combustion motor or motors is provided to rotate a one of the wheels on each side of the locomotive.
17. A railway locomotive according to any of the preceding claims, in which a suspension arrangement is provided for each diagonally opposite free traction wheel on the locomotive, i.e. a front free traction wheel on one side and a rear free traction wheel on the other side.
18. A railway locomotive according to any of the preceding claims, in which a wheel mounting frame is provided on each side of the locomotive.
19. A railway locomotive according to claim 18 when dependent on claim 17, in which the suspension arrangement includes a resilient arrangement 40) extending between a mounting of the respective free traction wheel and the wheel mounting frame.N
20. A railway locomotive according to claim 19, in which the traction wheels on each side of the locomotive are mounted to a support arm, which arm is pivotally mounted to the remainder of the vehicle at one end adjacent the driven traction wheel, and which arm is connected to the wheel mounting frame towards the other end thereof by the resilient arrangement.
21. A railway locomotive according to claims 19 or 20, in which the resilient arrangement includes a spring.
22. A railway locomotive according to any of claims 19 to 21, in which the resilient arrangement includes a damper.
23. A railway locomotive according to any of claims 18 to 22, in which the control wheels on each side of the locomotive are mounted to the respective wheel mounting frame.
24. A railway locomotive according to claim 23, in which the control wheels on each side of the locomotive are mounted to the respective wheel mounting frame by a resilient mounting.
25. A railway locomotive according to claim 24, in which the locomotive is arranged such that a relatively heavy part of the locomotive bears down on the control wheel resilient mountings.
26. A railway locomotive according to claim 25, in which the relatively heavy part of the locomotive includes batteries or a motor. T 15 40)
27. A railway locomotive according to claim 18 when dependent on claim 11, in which each wheel mounting frame mounts a respective one of the motors.
28. A railway locomotive according to claim 18 when dependent on claims and 11, in which each wheel mounting frame mounts a respective one of the gear boxes.
29. A railway locomotive according to any of claims 18 to 28, in which the locomotive includes a base frame to which the wheel mounting frames are mounted.
30. A railway locomotive according to claim 29, in which the wheel mounting frames are adjustably mounted on the base frame such that the 30 spacing between the wheel mounting frames can be varied for use of the locomotive on different track gauges.
31. A railway locomotive according to any of claims 18 to 30, in which the wheel mounting frames each include a longitudinal elongate member extending between mounting points on the base frame towards the front and rear of the locomotive.
32. A railway locomotive according to claim 31 when dependent on claim 24, in which the control wheel resilient mountings are mounted to the respective longitudinal elongate members.
33. A railway locomotive according to any of the preceding claims, in which the locomotive includes a braking system, which system operates on the motor driving the control wheels.
34. A railway locomotive according to any of claims 1 to 32, in which the locomotive includes a braking system, which system operates directly on the 40) control wheels.
35. A railway locomotive substantially as hereinbefore described and with reference to the accompanying drawings. 20
36. Any novel subject matter or combination including novel subject matter disclosed herein, whether or not within the scope of or relating to the same invention as any of the preceding claims.