WO2009073899A2 - Railway converter for a vehicle - Google Patents
Railway converter for a vehicle Download PDFInfo
- Publication number
- WO2009073899A2 WO2009073899A2 PCT/ZA2008/000119 ZA2008000119W WO2009073899A2 WO 2009073899 A2 WO2009073899 A2 WO 2009073899A2 ZA 2008000119 W ZA2008000119 W ZA 2008000119W WO 2009073899 A2 WO2009073899 A2 WO 2009073899A2
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- axle
- rail
- wheels
- condition
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F1/00—Vehicles for use both on rail and on road; Conversions therefor
- B60F1/04—Vehicles for use both on rail and on road; Conversions therefor with rail and road wheels on different axles
- B60F1/043—Vehicles comprising own propelling units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F2301/00—Retractable wheels
- B60F2301/04—Retractable wheels pivotally
Definitions
- This invention relates to a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway.
- Conventional vehicles such as trucks are currently converted into vehicles that are able to travel on a railway so that they can be used during railway maintenance.
- the conversion typically involves providing the vehicle with rail wheels that are displaceable between a rail-engaging condition and a retracted condition in which the rail wheels are raised to permit the vehicle to travel on its road wheels.
- the rail wheels are attached to the chassis of the vehicle and are not provided with a suspension system (most likely for cost reasons) so that the driving of a converted vehicle is uncomfortable for the driver.
- the front rail wheels are generally not provided on a solid axle which leads to wheel flange wear of the rail wheels.
- a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway including:
- a set of front rail wheels connected by a front rail axle and associated with a front suspension system of the vehicle, the set of front rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels;
- a set of rear rail wheels connected by a rear rail axle, wherein the rear rail axle is selectively connectable via a transmission system to a drive shaft of the vehicle, the set of rear rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels; wherein, when the front rail wheels are in the operative condition an axle connecting front road wheels of the vehicle and the front rail axle are aligned so that a suspension system of the front road wheels acts as a suspension system for the front rail wheels.
- the front road and rail axles may be substantially vertically aligned.
- the rear rail wheels may in the operative condition be located behind rear road wheels of the vehicle, i.e. remote the front road wheels.
- the rear road wheels of the vehicle may be connected by a rear road axle and front road wheels of the vehicle may be connected by a front road axle.
- the front and rear rail wheels may be fixedly mounted on the front and rear rail axles respectively, so as to form a single unit, i.e. there is no relative rotation between the rail wheels and their connecting axles.
- the displacement of the front and rear rail wheels may be achieved by means of piston arrangements configured to displace the front and rear rail axles and thereby the associated rail wheels between operative and inoperative conditions.
- the piston arrangement for the front rail axle may be mounted on a bracket associated with the front suspension system of the vehicle and a frame supporting the front rail axle.
- the rear rail axle may be mounted on a chassis of the vehicle via a collapsible frame.
- the piston arrangement for the rear rail axle may be connected to the collapsible frame so that extension of the piston causes collapsing of the frame and retraction of the piston causes an unfolding of the frame and a lowering of the rear rail axle so that the rear rail wheels move towards a ground-engaging condition.
- a hinge of the collapsible frame moves into an over-centre condition relative to the upper and lower mounting points thereof, thereby inhibiting the axle from unintentionally returning to the inoperative condition under the action of external disturbing forces.
- a first locking means for locking the front rail axle and associated rail wheels into the inoperative condition may be provided. The first locking means must therefore be unlocked prior to the front rail wheels being displaced into the operative condition.
- the first locking means and the over-centre arrangement of the front and rear rail axles in the operative condition are a safety feature which inhibits displacement of the rail wheels towards the inoperative condition when this is not desired.
- the conversion arrangement may further include a hydraulic drive system associated with a hydraulic pump driven by a main engine of the vehicle.
- the rear rail axle may be selectively connectable to the hydraulic drive system via the transmission system.
- An intermediate drive shaft may be provided for facilitating connection of the rear rail axle via a ninety-degree gear drive to either the drive shaft of the vehicle or the hydraulic drive system.
- the transmission system may include a transfer case for facilitating selective connection of the intermediate drive shaft to the drive shaft of the vehicle or the hydraulic drive system.
- the hydraulic drive system may include a hydraulic motor that is selectively connectable to the rear rail axle via the transfer case. When the rail wheels are in the inoperative condition, the rear road axle is driven by the drive shaft of the vehicle.
- the rear rail axle When the rail wheels are in the operative condition, the rear rail axle may be connected to and driven (at high speed if so required) by the drive shaft of the vehicle via the intermediate drive shaft and transmission system until the vehicle has reached a desired destination on a railway. Thereafter, the rear rail axle may be connected via the transmission system to the hydraulic drive system and driven by the intermediate drive shaft as the vehicle will only need to travel at very low speeds.
- the invention extends to a vehicle fitted with a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway as described above.
- Figure 1 shows an elevated side view of a chassis of a vehicle fitted with a conversion arrangement in accordance with the present invention
- Figure 2 shows an elevated side view of a front region of one side of the chassis of Figure 1 ;
- Figure 3 shows an elevated side view of a rear region of one side of the chassis of Figure 1 in which the rear rail axle has been displaced into the operative ground-engaging condition
- Figure 4 shows an elevated side view of a rear region of one side of the chassis of Figure 1 in which the rear rail axle has been displaced into the inoperative condition
- Figure 5 shows a three-dimensional view of a front region of the chassis of Figure 1 ;
- Figure 6 shows a three-dimensional view of a rear region of the chassis of Figure
- Figure 7 shows a plan view of the chassis of Figure 1 ;
- Figure 8 shows three-dimensional cross-section of a transfer case of the conversion arrangement in accordance with the present invention.
- reference numeral 10 generally indicates a chassis of a vehicle fitted with a conversion arrangement in accordance with the present invention
- a chassis of a vehicle fitted with a conversion arrangement 10 includes a set of front rail wheels 12.1 and 12.2 connected by a front rail axle 14 and associated with a front suspension system 32 of the vehicle (not shown), the set of front rail wheels 12.1 and 12.2 being displaceable between an operative rail-engaging condition as shown in Figure 1 and an inoperative raised condition in which the vehicle travels on its road wheels 18.1 , 18.2, 20.1 and 20.2.
- the rear road wheels 20.1 and 20.2 of the vehicle are connected by a rear road axle and front road wheels 18.1 and 18.2 of the vehicle are connected by a front road axle 16.
- a hydraulic drive system 22 is associated with a hydraulic pump (not shown) driven by a main engine of the vehicle.
- the conversion arrangement further includes a set of rear rail wheels 24.1 and 24.2 connected by a rear rail axle 26.
- the rear rail axle 26 is selectively connectable via a transmission system 28 to a drive shaft 30 of the vehicle or the hydraulic drive system 22.
- the set of rear rail wheels 24.1 and 24.2 are displaceable between an operative rail-engaging condition as shown in Figure 1 and an inoperative raised condition in which the vehicle travels on its road wheels.
- the rear rail wheels 24.1 and 24.2 are in the operative condition located behind rear road wheels 20.1 and 20.2 of the vehicle, i.e. remote the front road wheels 18.1 and 18.2 as shown in Figures 1 , 3, 4, 6 and 7.
- the front and rear rail wheels 12.1 , 12.2, 24.1 and 24.2 are fixedly mounted on the front and rear rail axles 14 and 26 respectively, so as to form a single unit.
- the displacement of the front and rear rail wheels 12.1 , 12.2, 24.1 and 24.2 is achieved by means of front and rear piston arrangements 38 and 40 configured to displace the front and rear rail axles 14 and 26 and thereby the associated rail wheels 12.1 , 12.2, 24.1 and 24.2 between operative and inoperative conditions.
- the front piston arrangement 38 is mounted on a bracket 52 associated with the front suspension system 32 of the vehicle and a frame 51 supporting the front rail axle 14.
- the rear rail axle 26 is mounted on a chassis 42 of the vehicle via a collapsible frame 46.
- the rear rail axle 26 is further supported by rigid frame 44.
- the piston arrangement 40 for the rear rail axle 26 is connected to the collapsible frame 46 so that extension of the piston 40 causes collapsing of the frame 46 (see Figure 4) and retraction of the piston causes an unfolding of the frame 46 and a lowering of the rear rail axle 26 so that the rear rail wheels 24.1 and 24.2 move towards a ground-engaging condition as shown in Figure 3 and 6.
- a first locking means (not shown) for locking the front rail axle 14 and associated rail wheels 12.1 and 12.2 into the inoperative condition is provided.
- the first locking means must therefore be unlocked prior to the rail wheels 12.1 and 12.2 being displaced into the operative condition.
- An intermediate drive shaft 48 is provided for facilitating connection of the rear rail axle 26 via a ninety-degree gear drive 27 to either the drive shaft 30 of the vehicle or the hydraulic drive system 22.
- the transmission system 28 includes a transfer case 50 (shown in detail in Figure 8) for facilitating selective connection of the intermediate drive shaft 48 to the drive shaft 30 of the vehicle or the hydraulic drive system 22.
- the hydraulic drive system 22 includes a hydraulic motor that is selectively connectable to the rear rail axle 26 via the transfer case 50.
- the rear rail axle 26 When the rail wheels 12.1 , 12.2, 24.1 and 24.2 are in the operative condition, the rear rail axle 26 is connected to and driven by the drive shaft 30 of the vehicle via the intermediate drive shaft 48 and transfer case 50 until the vehicle has reached a desired destination on a railway. Thereafter, the rear rail axle 26 is connected via the transfer case 50 to the hydraulic drive system 22 and driven by the intermediate drive shaft 48 as the vehicle will only need to travel at very low speeds.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
A chassis of a vehicle fitted with a conversion arrangement 10 includes a set of front rail wheels 12.1 and 12.2 connected by a front rail axle 14 and associated with a front suspension system 32 of the vehicle (not shown), the set of front rail wheels 12.1 and 12.2 being displaceable between an operative rail-engaging condition as shown in Figure 1 and an inoperative raised condition in which the vehicle travels on its road wheels 18.1, 18.2, 20.1 and 20.2. The rear road wheels 20.1 and 20.2 of the vehicle are connected by a rear road axle and front road wheels 18.1 and 18.2 of the vehicle are connected by a front road axle 16.
Description
RAILWAY CONVERTER FOR A VEHICLE
Field of the Invention
This invention relates to a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway.
Background to the Invention
Conventional vehicles such as trucks are currently converted into vehicles that are able to travel on a railway so that they can be used during railway maintenance. The conversion typically involves providing the vehicle with rail wheels that are displaceable between a rail-engaging condition and a retracted condition in which the rail wheels are raised to permit the vehicle to travel on its road wheels.
Although numerous methods of conversion of conventional vehicles have been proposed, they suffer from some disadvantages. In particular, the rail wheels are attached to the chassis of the vehicle and are not provided with a suspension system (most likely for cost reasons) so that the driving of a converted vehicle is uncomfortable for the driver. In addition, the front rail wheels are generally not provided on a solid axle which leads to wheel flange wear of the rail wheels.
The inventor therefore believes that a need exists for providing a converter for converting a road-going vehicle into a vehicle adapted to travel on a railway that overcomes at least some of the disadvantages described above.
Summary of the Invention
According to the invention, there is provided a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway, the conversion arrangement including:-
- a set of front rail wheels connected by a front rail axle and associated with a front suspension system of the vehicle, the set of front rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels; and
- a set of rear rail wheels connected by a rear rail axle, wherein the rear rail axle is selectively connectable via a transmission system to a drive shaft of the vehicle, the set of rear rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels; wherein, when the front rail wheels are in the operative condition an axle connecting front road wheels of the vehicle and the front rail axle are aligned so that a suspension system of the front road wheels acts as a suspension system for the front rail wheels.
In the operative condition, the front road and rail axles may be substantially vertically aligned.
When the rail wheels are in the operative condition, the road wheels of the vehicle are lifted out of engagement with a surface on which the vehicle is travelling. Conversely, when the rail wheels are in the inoperative condition, they are displaced fully out of engagement with the surface on which the vehicle is travelling.
The rear rail wheels may in the operative condition be located behind rear road wheels of the vehicle, i.e. remote the front road wheels.
The rear road wheels of the vehicle may be connected by a rear road axle and front road wheels of the vehicle may be connected by a front road axle.
The front and rear rail wheels may be fixedly mounted on the front and rear rail axles respectively, so as to form a single unit, i.e. there is no relative rotation between the rail wheels and their connecting axles.
The displacement of the front and rear rail wheels may be achieved by means of piston arrangements configured to displace the front and rear rail axles and thereby the associated rail wheels between operative and inoperative conditions.
The piston arrangement for the front rail axle may be mounted on a bracket associated with the front suspension system of the vehicle and a frame supporting the front rail axle.
The rear rail axle may be mounted on a chassis of the vehicle via a collapsible frame.
The piston arrangement for the rear rail axle may be connected to the collapsible frame so that extension of the piston causes collapsing of the frame and retraction of the piston causes an unfolding of the frame and a lowering of the rear rail axle so that the rear rail wheels move towards a ground-engaging condition.
When the rear rail axle is displaced from the inoperative condition towards the operative condition, a hinge of the collapsible frame moves into an over-centre condition relative to the upper and lower mounting points thereof, thereby inhibiting the axle from unintentionally returning to the inoperative condition under the action of external disturbing forces.
A first locking means for locking the front rail axle and associated rail wheels into the inoperative condition may be provided. The first locking means must therefore be unlocked prior to the front rail wheels being displaced into the operative condition.
When the front rail axle is displaced from the inoperative condition into the operative condition, the rail axle moves into an over-centre condition relative to a point about which the axle pivots thereby inhibiting the axle from returning to the inoperative condition.
The first locking means and the over-centre arrangement of the front and rear rail axles in the operative condition are a safety feature which inhibits displacement of the rail wheels towards the inoperative condition when this is not desired.
The conversion arrangement may further include a hydraulic drive system associated with a hydraulic pump driven by a main engine of the vehicle.
The rear rail axle may be selectively connectable to the hydraulic drive system via the transmission system.
An intermediate drive shaft may be provided for facilitating connection of the rear rail axle via a ninety-degree gear drive to either the drive shaft of the vehicle or the hydraulic drive system.
The transmission system may include a transfer case for facilitating selective connection of the intermediate drive shaft to the drive shaft of the vehicle or the hydraulic drive system.
The hydraulic drive system may include a hydraulic motor that is selectively connectable to the rear rail axle via the transfer case.
When the rail wheels are in the inoperative condition, the rear road axle is driven by the drive shaft of the vehicle.
When the rail wheels are in the operative condition, the rear rail axle may be connected to and driven (at high speed if so required) by the drive shaft of the vehicle via the intermediate drive shaft and transmission system until the vehicle has reached a desired destination on a railway. Thereafter, the rear rail axle may be connected via the transmission system to the hydraulic drive system and driven by the intermediate drive shaft as the vehicle will only need to travel at very low speeds.
The invention extends to a vehicle fitted with a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway as described above.
Detailed Description of the Invention
The invention will now be described by way of the following, non-limiting example with reference to the accompanying drawings.
In the drawings:-
Figure 1 shows an elevated side view of a chassis of a vehicle fitted with a conversion arrangement in accordance with the present invention;
Figure 2 shows an elevated side view of a front region of one side of the chassis of Figure 1 ;
Figure 3 shows an elevated side view of a rear region of one side of the chassis of Figure 1 in which the rear rail axle has been displaced into the operative ground-engaging condition;
Figure 4 shows an elevated side view of a rear region of one side of the chassis of Figure 1 in which the rear rail axle has been displaced into the inoperative condition;
Figure 5 shows a three-dimensional view of a front region of the chassis of Figure 1 ;
Figure 6 shows a three-dimensional view of a rear region of the chassis of Figure
1 ;
Figure 7 shows a plan view of the chassis of Figure 1 ;
Figure 8 shows three-dimensional cross-section of a transfer case of the conversion arrangement in accordance with the present invention.
In the drawings, reference numeral 10 generally indicates a chassis of a vehicle fitted with a conversion arrangement in accordance with the present invention
A chassis of a vehicle fitted with a conversion arrangement 10 includes a set of front rail wheels 12.1 and 12.2 connected by a front rail axle 14 and associated with a front suspension system 32 of the vehicle (not shown), the set of front rail wheels 12.1 and 12.2 being displaceable between an operative rail-engaging condition as shown in Figure 1 and an inoperative raised condition in which the vehicle travels on its road wheels 18.1 , 18.2, 20.1 and 20.2.
The rear road wheels 20.1 and 20.2 of the vehicle are connected by a rear road axle and front road wheels 18.1 and 18.2 of the vehicle are connected by a front road axle 16.
A hydraulic drive system 22 is associated with a hydraulic pump (not shown) driven by a main engine of the vehicle.
The conversion arrangement further includes a set of rear rail wheels 24.1 and 24.2 connected by a rear rail axle 26. The rear rail axle 26 is selectively connectable via a transmission system 28 to a drive shaft 30 of the vehicle or the hydraulic drive system 22.
The set of rear rail wheels 24.1 and 24.2 are displaceable between an operative rail-engaging condition as shown in Figure 1 and an inoperative raised condition in which the vehicle travels on its road wheels.
When the front rail wheels 12.1 and 12.2 are in the operative condition, the front road and rail axles 16 and 14 are aligned so that a suspension system 32 of the front road wheels 18.1 and 18.2 acts as a suspension system for the front rail wheels 12.1 and 12.2 as can be seen in Figures 2 and 5.
In the operative condition, the front road and rail axles 16 and 14 are substantially vertically aligned as can be seen in Figure 2.
When the rail wheels 12.1 , 12.2, 24.1 and 24.2 are in the operative condition, the roads wheels 18.1 , 18.2, 20.1 and 20.2 of the vehicle are lifted out of engagement with a surface 34 on which the vehicle is travelling. Conversely, when the rail wheels 12.1 , 12.2, 24.1 and 24.2 are in the inoperative condition, they are displaced fully out of engagement with the surface 34 on which the vehicle is travelling.
The rear rail wheels 24.1 and 24.2 are in the operative condition located behind rear road wheels 20.1 and 20.2 of the vehicle, i.e. remote the front road wheels 18.1 and 18.2 as shown in Figures 1 , 3, 4, 6 and 7.
The front and rear rail wheels 12.1 , 12.2, 24.1 and 24.2 are fixedly mounted on the front and rear rail axles 14 and 26 respectively, so as to form a single unit.
The displacement of the front and rear rail wheels 12.1 , 12.2, 24.1 and 24.2 is achieved by means of front and rear piston arrangements 38 and 40 configured to displace the front and rear rail axles 14 and 26 and thereby the associated rail wheels 12.1 , 12.2, 24.1 and 24.2 between operative and inoperative conditions.
The front piston arrangement 38 is mounted on a bracket 52 associated with the front suspension system 32 of the vehicle and a frame 51 supporting the front rail axle 14.
The rear rail axle 26 is mounted on a chassis 42 of the vehicle via a collapsible frame 46. The rear rail axle 26 is further supported by rigid frame 44.
The piston arrangement 40 for the rear rail axle 26 is connected to the collapsible frame 46 so that extension of the piston 40 causes collapsing of the frame 46 (see Figure 4) and retraction of the piston causes an unfolding of the frame 46 and a lowering of the rear rail axle 26 so that the rear rail wheels 24.1 and 24.2 move towards a ground-engaging condition as shown in Figure 3 and 6.
When the rear rail axle 26 is displaced from the inoperative condition (Figure 4) into the operative condition (Figure 3), a hinge of the collapsible frame 46 moves into an over-centre condition relative to upper and lower mounting points thereof, thereby inhibiting the axle 26 from unintentionally returning to the inoperative condition under the action of external disturbing forces.
A first locking means (not shown) for locking the front rail axle 14 and associated rail wheels 12.1 and 12.2 into the inoperative condition is provided. The first locking means must therefore be unlocked prior to the rail wheels 12.1 and 12.2 being displaced into the operative condition.
When the front rail axle 14 is displaced between the inoperative and operative conditions, the axle 14 moves into an over-centre condition relative to a point
about which the axle 14 pivots as can be seen in Figure 2, which further inhibits the axle 14 from returning to the inoperative condition.
An intermediate drive shaft 48 is provided for facilitating connection of the rear rail axle 26 via a ninety-degree gear drive 27 to either the drive shaft 30 of the vehicle or the hydraulic drive system 22.
The transmission system 28 includes a transfer case 50 (shown in detail in Figure 8) for facilitating selective connection of the intermediate drive shaft 48 to the drive shaft 30 of the vehicle or the hydraulic drive system 22.
The hydraulic drive system 22 includes a hydraulic motor that is selectively connectable to the rear rail axle 26 via the transfer case 50.
When the rail wheels 12.1 , 12.2, 24.1 and 24.2 are in the inoperative condition, the rear road axle 36 is driven by the drive shaft 30 of the vehicle.
When the rail wheels 12.1 , 12.2, 24.1 and 24.2 are in the operative condition, the rear rail axle 26 is connected to and driven by the drive shaft 30 of the vehicle via the intermediate drive shaft 48 and transfer case 50 until the vehicle has reached a desired destination on a railway. Thereafter, the rear rail axle 26 is connected via the transfer case 50 to the hydraulic drive system 22 and driven by the intermediate drive shaft 48 as the vehicle will only need to travel at very low speeds.
It is to be appreciated, that the invention is not limited to any particular embodiment or configuration as hereinbefore generally described or illustrated.
Claims
1. A conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway, the conversion arrangement including :- - a set of front rail wheels connected by a front rail axle and associated with a front suspension system of the vehicle, the set of front rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels; and - a set of rear rail wheels connected by a rear rail axle, wherein the rear rail axle is selectively connectable via a transmission system to a drive shaft of the vehicle, the set of rear rail wheels being displaceable between an operative rail-engaging condition and an inoperative raised condition in which the vehicle travels on its road wheels; wherein, when the front rail wheels are in the operative condition an axle connecting front road wheels of the vehicle and the front rail axle are aligned so that a suspension system of the front road wheels acts as a suspension system for the front rail wheels.
2. A conversion arrangement as claimed in claim 1 , wherein in the operative condition, the front road and rail axles are substantially vertically aligned.
3. A conversion arrangement as claimed in claim 1 or claim 2, wherein the front and rear rail wheels are fixedly mounted on the front and rear rail axles respectively so as to form a single unit.
4. A conversion arrangement as claimed in any one of claims 1 to 3, wherein the displacement of the front and rear rail wheels is achieved by means of piston arrangements configured to displace the front and rear rail axles and thereby the associated rail wheels between operative and inoperative conditions.
5. A conversion arrangement as claimed in any one of the preceding claims, wherein a first locking means for locking the front rail axle and associated rail wheels into the inoperative condition is provided.
6. A conversion arrangement as claimed in any one of the preceding claims, wherein, when the front rail axle is displaced from the inoperative condition into the operative condition, the rail axle moves into an over-centre condition relative to a point about which the axle pivots thereby inhibiting the axle from returning to the inoperative condition.
7. A conversion arrangement as claimed in any one of the preceding claims, wherein the rear rail axle is mounted on a chassis of the vehicle via a collapsible frame.
8. A conversion arrangement as claimed in claim 7, wherein the piston arrangement for the rear rail axle is connected to the collapsible frame so that extension of the piston causes collapsing of the frame and retraction of the piston causes an unfolding of the frame and a lowering of the rear rail axle so that the rear rail wheels move towards a ground-engaging condition.
9. A conversion arrangement as claimed in claim 8, wherein, when the rear rail axle is displaced from the inoperative condition into the operative condition, a hinge of the collapsible frame moves into an over-centre condition relative to upper and lower mounting points thereof, thereby inhibiting the axle from unintentionally returning to the inoperative condition under the action of external disturbing forces.
10. A conversion arrangement as claimed in any one of the preceding claims, wherein the arrangement includes a hydraulic drive system associated with a hydraulic pump driven by a main engine of the vehicle.
11. A conversion arrangement as claimed in claim 10, wherein the rear rail axle is selectively connectable to the hydraulic drive system via the transmission system.
12. A conversion arrangement as claimed in claim 10 or claim 11 , wherein an intermediate drive shaft is provided for facilitating connection of the rear rail axle via a ninety-degree gear drive to either the drive shaft of the vehicle or the hydraulic drive system.
13. A conversion arrangement as claimed in any one of claims 10 to 12, wherein the transmission system includes a transfer case for facilitating selective connection of the intermediate drive shaft to the drive shaft of the vehicle or the hydraulic drive system.
14. A conversion arrangement as claimed in any one of claims 10 to 13, wherein the hydraulic drive system includes a hydraulic motor that is selectively connectable to the rear rail axle via the transfer case.
15. A conversion arrangement as claimed in any one of claims 10 to 14, wherein when the rail wheels are in the operative condition, the rear rail axle is connected to and driven by the drive shaft of the vehicle via the intermediate drive shaft and transmission system until the vehicle has reached a desired destination on a railway whereafter the rear rail axle is connected via the transmission system to the hydraulic drive system and driven by the intermediate drive shaft.
16. A vehicle fitted with a conversion arrangement for converting a road-going vehicle into a vehicle adapted to travel on a railway as claimed in any one of claims 1 to 15.
17. A conversion arrangement according to the invention substantially as hereinbefore described or exemplified.
18. A conversion arrangement as specifically described with reference to or as illustrated in any one of the accompanying drawings.
19. A conversion arrangement including any new and inventive integer or combination of integers, substantially as herein described.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ZA2010/03924A ZA201003924B (en) | 2007-12-03 | 2010-06-02 | Railway converter for a vehicle |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ZA2007/10449 | 2007-12-03 | ||
| ZA200710449 | 2007-12-03 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| WO2009073899A2 true WO2009073899A2 (en) | 2009-06-11 |
| WO2009073899A3 WO2009073899A3 (en) | 2009-09-03 |
| WO2009073899A4 WO2009073899A4 (en) | 2009-11-05 |
Family
ID=40627196
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/ZA2008/000119 WO2009073899A2 (en) | 2007-12-03 | 2008-12-01 | Railway converter for a vehicle |
Country Status (2)
| Country | Link |
|---|---|
| WO (1) | WO2009073899A2 (en) |
| ZA (1) | ZA201003924B (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2017083888A3 (en) * | 2015-11-11 | 2017-07-20 | Johannes Jacobus Fourie | A conversion arrangement for converting a road-going vehicle into a vehicle which is also able to travel on railway |
| CN107234932A (en) * | 2017-07-24 | 2017-10-10 | 青岛科技大学 | A kind of rail convertible car base apparatus |
| CN114074504A (en) * | 2020-08-14 | 2022-02-22 | 比亚迪股份有限公司 | Bogie, rail vehicle and rail transit system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE912700C (en) * | 1951-09-09 | 1954-06-03 | Kloeckner Humboldt Deutz Ag | Road vehicle, in particular omnibus, with single-axle track wagons that can be used underneath for driving on rails |
| US4077328A (en) * | 1976-06-11 | 1978-03-07 | Glenn Taylor | Rotary dump |
| US4583465A (en) * | 1984-10-29 | 1986-04-22 | Powell Sr Parks L | Railway wheel apparatus for a road vehicle |
| US5018453A (en) * | 1989-12-04 | 1991-05-28 | Bankhead Enterprises, Inc. | Auxiliary railroad wheel lift assembly for road vehicle |
| US5154124A (en) * | 1991-09-05 | 1992-10-13 | Harsco Corporation | Rail engagement apparatus which uses vehicle supension |
| EP0887243A2 (en) * | 1997-06-27 | 1998-12-30 | Arthur Marte | Intervention vehicle in particular fire brigade vehicle for road and railway operation |
| GB2328665A (en) * | 1997-03-19 | 1999-03-03 | Harsco Corp | Road and rail vehicle |
| WO2002085650A1 (en) * | 2001-04-19 | 2002-10-31 | Harsco Track Technologies Ltd | Apparatus for adapting road vehicle to provide road and rail capability |
-
2008
- 2008-12-01 WO PCT/ZA2008/000119 patent/WO2009073899A2/en active Application Filing
-
2010
- 2010-06-02 ZA ZA2010/03924A patent/ZA201003924B/en unknown
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE912700C (en) * | 1951-09-09 | 1954-06-03 | Kloeckner Humboldt Deutz Ag | Road vehicle, in particular omnibus, with single-axle track wagons that can be used underneath for driving on rails |
| US4077328A (en) * | 1976-06-11 | 1978-03-07 | Glenn Taylor | Rotary dump |
| US4077328B1 (en) * | 1976-06-11 | 1986-03-18 | ||
| US4583465A (en) * | 1984-10-29 | 1986-04-22 | Powell Sr Parks L | Railway wheel apparatus for a road vehicle |
| US5018453A (en) * | 1989-12-04 | 1991-05-28 | Bankhead Enterprises, Inc. | Auxiliary railroad wheel lift assembly for road vehicle |
| US5154124A (en) * | 1991-09-05 | 1992-10-13 | Harsco Corporation | Rail engagement apparatus which uses vehicle supension |
| GB2328665A (en) * | 1997-03-19 | 1999-03-03 | Harsco Corp | Road and rail vehicle |
| EP0887243A2 (en) * | 1997-06-27 | 1998-12-30 | Arthur Marte | Intervention vehicle in particular fire brigade vehicle for road and railway operation |
| WO2002085650A1 (en) * | 2001-04-19 | 2002-10-31 | Harsco Track Technologies Ltd | Apparatus for adapting road vehicle to provide road and rail capability |
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|---|---|---|---|---|
| WO2017083888A3 (en) * | 2015-11-11 | 2017-07-20 | Johannes Jacobus Fourie | A conversion arrangement for converting a road-going vehicle into a vehicle which is also able to travel on railway |
| CN108883675A (en) * | 2015-11-11 | 2018-11-23 | 瑞宝有限公司 | It is a kind of for road running vehicle to be converted to the conversion equipment for the vehicle that can also advance in orbit |
| CN107234932A (en) * | 2017-07-24 | 2017-10-10 | 青岛科技大学 | A kind of rail convertible car base apparatus |
| CN107234932B (en) * | 2017-07-24 | 2023-07-04 | 青岛科技大学 | Chassis device of rail dual-purpose vehicle |
| CN114074504A (en) * | 2020-08-14 | 2022-02-22 | 比亚迪股份有限公司 | Bogie, rail vehicle and rail transit system |
| CN114074504B (en) * | 2020-08-14 | 2023-07-11 | 比亚迪股份有限公司 | Bogie, rail vehicle and rail traffic system |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2009073899A3 (en) | 2009-09-03 |
| WO2009073899A4 (en) | 2009-11-05 |
| ZA201003924B (en) | 2011-04-28 |
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