WO2000044992A1

WO2000044992A1 - Rail vehicle

Info

Publication number: WO2000044992A1
Application number: PCT/GB2000/000272
Authority: WO
Inventors: Robin Hamilton
Original assignee: Et2 Limited
Priority date: 1999-01-29
Filing date: 2000-01-31
Publication date: 2000-08-03
Also published as: AU2304400A; GB9901866D0

Abstract

A rail vehicle (10) has a fluid supply (46, 44, 42) to supply pressurized fluid to outlets (12). The outlets (12) direct fluid against the track, particularly against the rail head (24), on which the vehicle is running. This causes the material accumulated on the track (14) to be moved. The vehicle also has a skirt (52) which forms a duct through which a fan (62) may draw air with sufficient force to carry wind blown litter (such as leaves) or other like material (such as snow) up into the vehicle (10) where it may be collected in a hopper (64) for subsequent disposal. Thus, leaves or other material removed from the rail head (24) by operation of the outlets (12) can be collected by means of the duct (52) and fan (62).

Description

Rail Vehicle

The present invention relates to rail vehicles of the type used in public or commercial railway systems for conveying passengers and transporting freight.

A railway train is conventionally powered by a locomotive which applies drive to at least one of the wheels on which the locomotive runs along the rails of the track. The effectiveness of the drive is therefore dependent on friction at the point of contact of the drive wheel with the rail. It has long been recognised that a train can be disabled by environmental factors such as leaves, snow or ice accumulating on the rails. This can cause lubrication at the point of contact between the drive wheel and the rail, removing the frictional engagement and preventing the locomotive from driving.

The present invention provides a rail vehicle comprising fluid supply means operable to supply pressurized fluid to at least one fluid outlet, the or each fluid outlet being operable to direct fluid against the track on which the vehicle is running, to cause material accumulated on the track to be moved.

Preferably the outlet is so arranged as to move leaves, litter or snow accumulated on the track.

Preferably the outlet is operable to direct fluid against the railhead or a conductor rail, if present, or may be operable to direct fluid against the track surface alongside the or a rail. The outlet is preferably adjustable to allow the outlet direction to be selected.

Preferably at least one fluid outlet is provided for each railhead of the track. The or each fluid outlet preferably directs fluid ahead of a wheel, preferably a front wheel of the vehicle. The outlet preferably directs fluid downwardly, and may direct fluid forwardly or rearwardly relative to the vehicle. The outlet may direct fluid at an angle to a vertical longitudinal plane of the rail, to deflect material sideways relative to the rail. Preferably the fluid comprises air. The fluid may comprise a second fluid type mixed with the air, such as a liquid or mist, which may include an anti-freeze material.

The fluid supply means preferably comprises a compressor. The fluid supply means may also comprise an accumulator for pressurized fluid, from which the fluid outlet is fed. Preferably the accumulator is charged by the compressor.

Control means are preferably provided to start and stop fluid supply to the fluid outlet. The control means may be arranged to allow manual control. The control means may provide automatic control. The control means may be operable to control the supply of fluid to the fluid outlet in dependence on the location of the vehicle, which may be indicated to the control means by a GPS system, railway signalling system or the like. Alternatively or in addition, the control means may be operable to control the supply to begin fluid supply in the event of loss of traction by a drive wheel. Loss of traction may be sensed by comparing the speed of a driven and an undriven wheel.

The vehicle preferably further comprises duct defining surfaces which extend down toward the track to define therewith a duct, the vehicle further comprising means operable to create a fluid flow along the duct to a location at which the duct turns upwardly to enter the vehicle, whereby loose material on the track may be drawn along the duct for collection within the machine.

Duct defining surfaces may define at least one pair of neighbouring ducts substantially separated by a rail. There may be at least one duct between each pair of neighbouring rails, and at least one duct to either side of the outermost rails. At least one duct is preferably adjustable in cross-section. There may be an adjustable duct outside at least one of the outermost rails, preferably adjustable to extend out to a platform or other construction alongside the track. In another aspect, the invention provides a rail vehicle comprising duct defining surfaces which extend down toward the track to define therewith a duct, the vehicle further comprising means operable to create a fluid flow along the duct to a location at which the duct turns upwardly to enter the vehicle, whereby loose material on the track may be drawn along the duct for collection within the machine.

Duct defining surfaces may define at least one pair of neighbouring ducts substantially separated by a rail. There may be at least one duct between each pair of neighbouring rails, and at least one duct to either side of the outermost rails. At least one duct is preferably adjustable in cross-section. There may be an adjustable duct outside at least one of the outermost rails, preferably adjustable to extend out to a platform or other construction alongside the track.

Embodiments of the present invention will now be described in more detail, by way of example only, and with reference to the accompanying drawings, in which:

Fig. 1 is a front view of a rail vehicle according to the present invention, in use on a conventional track, shown in cross-section;

Fig. 2 is an enlarged, partial side elevation showing a fluid outlet of the apparatus according to the invention;

Fig. 3 is a highly schematic horizontal section otherwise corresponding generally to Fig. 2;

Fig. 4 is a highly schematic diagram of the rail vehicle of Fig. 1, viewed from the side;

Fig. 5 is a vertical section at the line V-N in Fig. 4; and Fig. 6 is a horizontal section at the line VI-VI in Fig. 5.

Fig. 1 shows a rail vehicle 10 which comprises fluid supply means (not shown in full in Fig. 1) operable to supply pressurized fluid to fluid outlets 12. The outlets 12 are operable to direct the fluid against the track indicated generally at 14, on which the vehicle 10 is running. This causes material accumulated on the track 14 to be moved, as will be described.

In more detail, the track shown in Fig. 1, which is conventional, includes a layer of aggregate 16 laid on the ground 18 to support a plurality of sleepers 20 laid transverse to the travel direction and which in turn support rails 22, the upper edges of which are enlarged to form railheads 24 along which wheels 26 of the vehicle 10 can roll. Two rails 22, as shown, are conventional but another number of rails could be used in some circumstances. Electrically powered rail systems sometimes use a third power rail (or conductor rail) 28 running alongside the rails 22 to provide power to the train by means of a contact brush carried by the train to run in contact with the power rail 28. Material such as leaves, snow or litter accumulating on the power rail 28 can become trapped between the power rail 28 and the brush, disconnecting the power supply to the vehicle and disabling the train.

Other equipment may be provided along the track 14, as is conventional, such as automatic signalling equipment 30 which may sense the presence of a train, or communicate with it. Where required, a raised platform 32 may be provided to facilitate access to the train.

The vehicle 10 has a body 34 running on bogies 36 (illustrated highly schematically in the drawings), including wheels 26, at least some of which are driven in conventional manner.

In accordance with the invention, the vehicle 10 further includes fluid outlets 12 which are supplied with pressurized fluid through pipes 38. The source of the pressurized fluid will be described below. The preferred geometry of the outlets 12 can be explained with reference to Figs. 1, 2 and 3. In this example, the pipes 38 reach down from the body 34 to meet the outlets 12 at an elbow 40, from which the outlets 12 reach across in front of the wheels 26, over the railheads 24. In this example, the outlets 12 reach across the railheads 24 at an angle to the horizontal (Figs. 1 and 2) and also at an angle to the vertical plane running longitudinally along the rail 22 (Fig. 3). Many other geometries could be chosen, including the use of straight pipes, according to the nature of the fluid being supplied, and the reasons for it being used.

In this example, one fluid outlet is provided for each railhead and these are positioned just in front of the front wheel of the vehicle 10. However, additional fluid outlets could be provided, such as one ahead of each wheel (or at least each driven wheel). It is envisaged that at least one outlet would usually be provided for each railhead.

The pressurized fluid to the outlets 12 is primarily pressurized air provided (as shown in Fig. 4) through an extension to the pipes 38 under control of a valve control arrangement 42 from an accumulator 44 which is replenished as required by a compressor 46. An accumulator is used for reasons which will be described below, but may not be necessary in all circumstances.

Operation of the control arrangement 42 allows pressurized fluid to be supplied to the outlets 12, from which they will leave in the form of a jet directed from the outlets 12 generally in the direction of the arrows 48 in Figs. 2 and 3, leaving the outlets 12 through a series of apertures in the lower surface of the outlets 12. By virtue of the geometry of the outlets 12, the direction of impact of the pressurized fluid on the railhead 24 will be such as to blow material from the top of the railheads 24 and with a tendency to deflect the material into the space between the rails 22. Other directions could be adopted in order to deflect material in other positions, directions, or to disperse material but this arrangement is preferred for reasons which will become apparent. In other applications, it may be desirable to direct the fluid rearwardly. For instance, fluid could be directed under the front of the wheel. This could readily be achieved by using a pipe shaped similarly to the ones shown, but without apertures along their length, and open-ended.

Pressurized air dispensed in this way can be used to move material such as leaves or litter from the railhead 24, thus partially or wholly clearing the railhead and improving traction available to the wheels 26. Pressurized air may also be sufficient to clear the railhead 24 of snow (particularly light, dry snow) before the wheels 26 compress the snow, which would risk turning the snow to ice and thereby causing loss of traction. However, the invention envisages that where there is a risk of icing, or where ice is already known to be present on the railheads 24, a de-icing fluid can be added to the pressurized fluid by the control arrangement 42, from a supply at 50. This may be a de-icing liquid which will mix with the pressurized air, to leave the outlets 12 in the form of a fine mist or spray, helping to melt any frozen material (or prevent freezing) and thus allowing the pressurized air to move the liquid as discussed above.

In many cases, it will not be necessary to operate the outlets 12 continuously. Experience shows that some locations along a track are more vulnerable to accumulation of unwanted material, than others. For instance, if the track 14 runs through a steep cutting, or through a wooded area, or through an area in which tall buildings or the like affect wind patterns, then it is found that leaves, litter, snow or other material are more likely to accumulate on the track 14 and on the railheads 24 than when the track runs across open ground. The invention therefore envisages that the outlets 12 may only need to be operated intermittently, along these high risk lengths of track. The control arrangement 42 may be instructed manually to operate the outlets when required, or may be operated automatically. For instance, the control arrangement 42 could incorporate a GPS (global positioning satellite) system able to sense the location of the vehicle 10 and programmed with details of the high risk lengths of track, thereby allowing the arrangement 42 to operate the outlets 12 at those high risk locations. In another alternative, the control arrangement 42 could be controlled by or be in communication with signal equipment 30 in order to be instructed when and when not to operate.

In view of the intermittent nature of likely operation, the use of the accumulator 44 allows the compressor 46 to be a relatively low volume, high pressure compressor used to charge the accumulator 44, rather than to supply the outlets 12 directly. The accumulator 44 should be sufficiently large to provide pressurized air at the required pressure for the duration of the longest continuous period of operation expected, whereas the compressor 46 should have a supply capacity sufficient to replenish the accumulator 44 before operation recommences. It is envisaged that a system comprising a low volume, high pressure compressor feeding an accumulator will be more compact than if the compressor 46 was to feed the outlets 12 directly, and therefore require higher volume, also at high pressure.

Fig. 3 illustrates schematically (at 12 a, 12b) alternative positions to which the outlets 12 could be moved. For instance, the elbow 40 could be a swivel arrangement allowing the outlet 12 to turn out to the position 12 a, to help deflect material away from the rail 22, either entirely away from the track 14, or into the region between the rails 22. Similarly, the outlets 12 could be set to the position 12b to deflect material further into the region between the rails 22, for easier collection, preferably by the arrangements to be described below in relation to Figs. 4, 5 and 6.

The improvements described above can be used alone to improve traction in the vehicle 10. The remaining drawings show further modifications which can be used independently of the arrangements described above, but are preferably used in conjunction with them, as will be described.

Figs. 4, 5 and 6 show skirts 52 which extend down from the vehicle 10 toward the track 14, in this example between the front and rear bogies 36. Viewed from the side, the skirts 52 have a forward mouth 54, side walls 56 and a curved rear wall 58 above which there is at least one inlet 60 into the body of the vehicle 10. A fan 62 is operable to draw air through the duct so formed, from the mouth 54. The lower wall of the duct (ahead of the wall 58) is provided by the track 14. As can be seen from Figs. 4 and 5, the lower edges of the skirts 52 run close to the track 14, so that a rearward air flow toward the inlet 60 can be achieved, with sufficient force to carry wind blown litter (such as leaves) or other light material (such as snow) up into the vehicle 10 where it may be collected in a hopper 64 for subsequent disposal.

The lower edge of the skirts 52 should preferably be as close a fit with the track 14 as can be arranged subject to the requirements of movement of the vehicle 10 relative to the track 14 during normal use. For this reason, an arrangement is envisaged in which the duct forms several sections, each with its own inlet 60, as can best be seen in Figs. 5 and 6. Here, cut-outs 66 are formed in the rear wall 58 to accommodate the rails 22. The rails 22 therefore separate the space within the skirts 52 into three ducts, one between the rails 22 and one to the outside of each rail 22. In the event that a power rail 28 was in use, a fourth duct could be formed between the power rail and the adjacent running rail 22.

In use, the fan 62 can be operated to draw air through the duct inlet 60 (which will be impelled to some degree by movement of the vehicle 10), causing loose material on the track 14 to be picked up by the fluid flow, drawn along the duct and up into the inlet 60. This arrangement may be used alone, for instance for litter collection, or may be used in conjunction with the fluid outlets 12, for instance to collect leaves deflected from the railheads 24 by operation of the outlets 12. In either case, other loose material would also be collected (i.e. litter would be collected when primarily seeking to collect leaves, and leaves which had not been deflected would be collected along with leaves which had been deflected from the railhead or elsewhere).

In order to facilitate litter collection, the skirts 52 may be formed to be adjustable, particularly outside the rails 22, to allow the overall width to be varied for different circumstances. For instance, Fig. 5 indicates at 68 how the skirt at one side may be extended to reach under a platform 32 to collect litter from that area. When used in this way, it may be advantageous to direct the outlets 12 to direct a jet of air at the foot of the platform 32, to disturb litter resting there, making it easier to collect.

The skirts 52 and fan 62 are preferably arranged to provide air flow with high air mass but low air velocity, in order to pick up relatively light material (such as leaves, litter and snow) but without disturbing the boundary layer of air at the track surface, so that dust is not thrown up. In other circumstances, suction may be required, for instance to collect cigarette stubs from among the aggregate 16, without disturbing the aggregate.

Many variations and modifications can be made to the apparatus described above, without departing from the scope of the invention. The fluid outlets can be used alone, primarily to deflect or disperse material from the railheads and it is envisaged that these arrangements could be fitted to a conventional rail vehicle. The collection arrangement based on the skirts 52 could be fitted to an adapted vehicle used for litter and leaf collection and other engineering purposes or a dedicated wagon towed by other means, but it is preferred to fit both systems to a single, purpose-built vehicle which can then be used to clear track and keep the track clear.

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

1. A rail vehicle comprising fluid supply means operable to supply pressurized fluid to at least one fluid outlet, the or each fluid outlet being operable to direct fluid against the track on which the vehicle is running, to cause material accumulated on the track to be moved.

2. A vehicle according to claim 1, wherein the outlet is so arranged as to move leaves, litter or snow accumulated on the track.

3. A vehicle according to claim 1 or 2, wherein the outlet is operable to direct fluid against the railhead or a conductor rail.

4. A vehicle according to any preceding claim, wherein the outlet is operable to direct fluid against the track surface alongside the or a rail.

5. A vehicle according to any preceding claim, wherein the outlet is adjustable to allow the outlet direction to be selected.

6. A vehicle according to any preceding claim, wherein at least one fluid outlet is provided for each railhead of the track.

7. A vehicle according to claim 6, wherein the or each fluid outlet directs fluid ahead of a wheel of the vehicle.

8. A vehicle according to claim 7, wherein the wheel is a front wheel of the vehicle.

9. A vehicle according to any preceding claim, wherein the outlet directs fluid downwardly.

10. A vehicle according to any preceding claim, wherein the outlet directs fluid forwardly or rearwardly relative to the vehicle.

11. A vehicle according to any preceding claim, wherein the outlet directs fluid at an angle to a vertical longitudinal plane of the rail, to deflect material sideways relative to the rail.

12. A vehicle according to any preceding claim, wherein the fluid comprises air.

13. A vehicle according to claim 12, wherein the fluid comprises a second fluid type mixed with the air.

14. A vehicle according to claim 12, wherein the second fluid comprises a liquid or mist.

15. A vehicle according to claim 14, wherein the liquid or mist includes an anti-freeze material.

16. A vehicle according to any preceding claim, wherein the fluid supply means comprises a compressor.

17. A vehicle according to claim 16, wherein the fluid supply means comprise an accumulator for pressurized fluid, from which the fluid outlet is fed.

18. A vehicle according to claim 17, wherein the accumulator is charged by the compressor.

19. A vehicle according to any preceding claim, wherein control means are provided to start and stop fluid supply to the fluid outlet.

20. A vehicle according to claim 19, wherein the control means are arranged to allow manual control.

21. A vehicle according to claim 19, wherein the control means provide automatic control.

22. A vehicle according to claim 21, wherein the control means are operable to control the supply of fluid to the fluid outlet in dependence on the location of the vehicle.

23. A vehicle according to claim 22, wherein the location is indicated to the control means by a GPS system or railway signalling system.

24. A vehicle according to claims 21 to 23, wherein the control means are operable to control the supply to begin fluid supply in the event of loss of traction by a drive wheel.

25. A vehicle according to claim 24, wherein loss of traction is sensed by comparing the speed of a driven and an undriven wheel.

26. A vehicle according to any preceding claim, wherein the vehicle further comprising duct defining surfaces which extend down toward the track to define therewith a duct, the vehicle further comprising means operable to create a fluid flow along the duct to a location at which the duct turns upwardly to enter the vehicle, whereby loose material on the track may be drawn along the duct for collection within the machine.

27. A vehicle according to claim 26, wherein duct defining surfaces define at least one pair of neighbouring ducts substantially separated by a rail.

28. A vehicle according to claim 27, there being duct defining surfaces defining at least one duct between each pair of neighbouring rails, and at least one duct to either side of the outermost rails.

29. A vehicle according to claims 27 or 28, wherein at least one duct is adjustable in cross-section.

30. A vehicle according to claim 29, comprising an adjustable duct outside at least one of the outermost rails.

31. A vehicle according to claim 30, wherein the adjustable duct is adjustable to extend out to a platform or other construction alongside the track.

32. A rail vehicle comprising duct defining surfaces which extend down toward the track to define therewith a duct, the vehicle further comprising means operable to create a fluid flow along the duct to a location at which the duct turns upwardly to enter the vehicle, whereby loose material on the track may be drawn along the duct for collection within the machine.

33. A vehicle according to claim 32, wherein duct defining surfaces define at least one pair of neighbouring ducts substantially separated by a rail.

34. A vehicle according to claim 33, there being duct defining surfaces defining at least one duct between each pair of neighbouring rails, and at least one duct to either side of the outermost rails.

35. A vehicle according to claim 33 or 34, wherein at least one duct is adjustable in cross-section.

36. A vehicle according to claim 35, comprising an adjustable duct outside at least one of the outermost rails.

37. A vehicle according to claim 36, wherein the adjustable duct is adjustable to extend out to a platform or other construction alongside the track.

38. A rail vehicle substantially as described above, with reference to the accompanying drawings.

39. 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.