A cleaning assembly for cleaning the railroad and railroad vehicle wheel

Abstract

In order to accomplish all the objects mentioned above and to be revealed from the detailed description below, the present invention relates to a cleaning assembly (10) for use in rail systems current. Accordingly, the novelty is that it comprises at least one fluid tank from which the fluids are supplied, at least one pre-cleaner (20) that provides air spraying partially in front of at least one wheel (50) and / or rail (70) according to the direction of travel in order to increase the friction coefficient between the rail (70) and at least one wheel (50), at least one fluid provider (30) that provides cleaning by spraying liquid or vapor onto at least one wheel (50) or rail (70), at least one rail drying nozzle (41) to dry the rail (70), at least one rail groove drying nozzle (42) to dry the rail groove, and at least one wheel drying nozzle (43) allowing at least one wheel (50) to be dried.

Description

[0001] A CLEANING ASSEMBLY FOR CLEANING THE RAILROAD AND RAILROAD VEHICLE WHEEL

[0002] TECHNICAL FIELD

[0003] The invention relates to a cleaning assembly for use in rail systems.

[0004] PRIOR ART

[0005] Adhesion refers to the quality of contact and friction between the wheels of the train and the rails. In order for the railroad vehicles to move efficiently and safely on the rail, it is very important to form a successful adhesion between the wheel and the rail. Successful adhesion is accepted by the scientific authorities as a criterion of safety during braking and performance during traction. The reason for this is that the adhesion that can be maintained in these two cases is a prerequisite for ensuring safety and energy efficiency. Almost all of the factors that create negative conditions that prevent adhesion, which is directly related to energy efficiency and safety in the railroad, arise from the environmental conditions. The problems arise due to the factors such as oil residues on the rail, leaves falling from trees and residues such as tannins and polyphenols left by these leaves, icing, humidity and frost, as well as drizzle. In addition, the oxide films, which are the natural result of working in steel-steel contact even under normal conditions, act as lubricants in hot conditions and facilitate skidding, while in cold conditions, a factor that prevents successful rail-wheel contact occurs in the form of residue on the wheel surface.

[0006] There is a sandblasting system to prevent slipping / planing as a result of frost, leaf accumulation and drizzle on the railroad. In the sandblasting system, silica sand or silicon sand, also known as skid sand, is used for adhesion and safety purposes in vehicles. Some disadvantages of this traditional method used to increase the rail-wheel friction coefficient of the railroad vehicles:

[0007] • Silicon sand and dust are scientifically proven to be harmful to human health, especially as respiratory diseases and carcinogens. This method, which is used to increase adhesion in urban rail systems, is automatically detected by the vehicle for many and unnecessary purposes, especially in the cases that the track geometry or sufficient axle pressure cannot be provided. This poses a risk to public health.

[0008] • Sand has a monetary cost, followed by the cost of storage, the cost of labor to pump sand into vehicles, and the operating losses incurred in decommissioning if the vehicle runs out of sand.

[0009] • Sand, especially in tram vehicles, creates costs for business in terms of legal and health issues due to possible pedestrian and vehicle contact, and does not provide the desired efficiency in railroad vehicles. Although it is essential to keep sand in vehicles for safety, for example, during seasonal foliage, the vehicle spills sand on the leaves and slipping / planing problems continue because it cannot provide the desired efficiency. Thus, especially tram vehicles come into contact with vehicles waiting in traffic, the tram and metro vehicles hit stopper points (end of line stopping points) in warehouse areas, come into contact with pedestrians or pass the stopping point at stations, and are forced to either open the door at dangerous points for the passengers or withdraw the vehicle, creating operating losses. In order to increase efficiency, the vehicle should be able to pour the sand onto the rail and crush it against the wheel, thus increasing the friction coefficient with the rail.

[0010] • “Train drivers” make sudden acceleration arm movements during slipping / planing. The acceleration arm not only causes high energy consumption during TRACTION-BRAKE-TRACTION transitions, but also negatively affects driving and travel comfort.

[0011] • The angle of attack or lateral forces encountered by the rail-wheel contact during the operation create above-normal heat in the wheels as a result of high compression. When this heat occurs together with the dirty wheel surface, moisture, lubrication residues and oxide films that are the natural result of railwheel operation, it directly affects the braking and stopping distance and causes thermal deterioration in the material.

[0012] • The railroad vehicles, which are generally driven manually, cannot calculate the stopping points and braking distance correctly as a result of some sensor malfunctions, especially the load sensor, and drizzle, so the wheels either skid or aquaplane during every acceleration and braking. In this case, the material wear occurs very quickly, creating a risk of flat wheel, i.e., deterioration of wheel circularity, resulting in high costs due to the rapid replacement of machine elements, vehicle wheels or regional rails.

[0013] • In the current situation, the train moving on the rail shows a reflex when it experiences the first negativity, either due to environmental conditions (drizzle, frost, etc.) or due to the microfilm formed on the wheel-rail surface. Therefore, although the precautions such as software etc. have been developed, the system is designed to encounter adverse conditions in order to become operational and then be active.

[0014] Sand is used to increase the friction force between the train wheel and the rail. However, soft and hard objects (leaves, resin, drizzle and oil in the switch points) between the wheel and the rail reduce the friction force to almost zero. Although the friction force is tried to be increased again by sandblasting, it cannot be successful due to objects sticking to both the wheel and the rail and rain drizzle, and slipping / planing begins. In the state of the art, this problem is tried to be solved in two ways. The first is sweeping trucks and the second is manual sweeping.

[0015] Manual sweeping: The rails are swept by sweeping personnel. However, the leaf fall may take days or even a few weeks. Even though it can be swept with unlimited personnel and time, this method is quite unsuccessful. This is because when the sweeping stops, the wind leaves are carried back to the rail. Additionally, there is no method regarding drizzle and resin, which is performed by the sweeping personnel. The vehicles continue to perform unnecessary sandblasting, rail braking and slipping / planing. This causes rail wear, undulation and rail breaks at 0°C, resulting in regional rail renewal and renewal of vehicle equipment. Rail breaks also pose a risk of derailment of vehicles, and this is defined as “derailment”. During derailment, very costly vehicle and power line damages may occur, as well as pedestrian and passenger injuries or fatal consequences, especially in tram vehicles. The derailment occurs due to rail-wheel wear, i.e., changes in dimensions, violation of the safety coefficient or environmental conditions.

[0016] Sweeper trucks: According to the operating principles of these vehicles, they first wet the rail line to prevent the dust from rising. Then, it sweeps a small area using a wire sweeper. Then, it fills the collected objects into its chamber using the vacuum method. As in the manual sweeping, the problem arises when the truck stops, and the operation of the truck creates some risks and costs for the businesses. In terms of risk, the water sprayed on the rails to avoid raising dust continues to remain on the rails and causes slipping / planing, as in drizzle. After the line dries, the muddy, corroded rail surface formed on the rail surface extends the stopping distance. As the stopping distance increases, undesirable train-vehicle contact, train-train contact or train-pedestrian contact may occur during operation. The current line speed in the operation drops to the speed of the sweeper truck, and this causes travel cancellations and operating losses.

[0017] In the state of the art, the muddy water dried on the rail surface and corrosive surface as a result of drying after rainfall cause loud operation and rapid wear.

[0018] The document in the state of the art at https: / / dergipark.org.tr / tr / download / article- file / 2524067 is a research article titled “Enhancing Energy Efficiency in Rail System Vehicles”. “Due to traffic, environmental problems associated with fossil fuels and related economic problems, the demand for urban rail transit system such as trams, light rail systems and metro has increasing rapidly not only in our country but also all over the world. Since rail public transportation systems require high power, the energy efficiency of the railway system is of great importance. The energy consumption distribution on tram lines is different. Therefore, the factors affecting electricity consumption of trams and metro, especially used in metropolitan cities should be examined carefully and the new methods for enhancing energy efficiency of the rail transportation systems should be developed.”

[0019] As a result, all the above-mentioned problems have made it necessary to realize a novelty in the relevant technical field.

[0020] SUMMARY OF THE INVENTION

[0021] The present invention relates to a cleaning assembly to eliminate the above-mentioned disadvantages and bring the new advantages to the relevant technical field.

[0022] The object of the invention is to provide a cleaning assembly that cleans the railroad and the railroad vehicle wheel from the environmental conditions. The object of the invention is, in particular, to provide a cleaning assembly that enables cleaning of the rail surface and groove, and drying of the rail surface and train wheels.

[0023] Another object of the invention is to provide a cleaning assembly that increases the lifespan of railroad rails and vehicle wheels as a natural gain of not applying magnetic brakes and mechanical brakes.

[0024] Another object of the invention is to provide a cleaning assembly that enables tram vehicles to be more sensitive to road traffic safety and pedestrian safety by gaining stability in action thanks to the efficient adhesion they have during acceleration and braking.

[0025] Another object of the invention is that the algorithm software designed to increase adhesion or sandblasting systems in vehicles must detect the actual occurrence of slipping / planing and skidding in order to be useful. The object is to introduce a cleaning assembly that can eliminate adverse conditions before they occur, thanks to the driver detection, with an innovative method.

[0026] Another object of the invention is to provide a cleaning assembly that increases the energy efficiency of railroad vehicles and prevents skidding in the initial movement and slipping / planing due to drizzle and frost at the stopping point.

[0027] Another object of the invention is to provide a cleaning assembly that eliminates external dependency by preventing the need for technical intervention or any periodic intervention for the adhesion factor of railroad vehicles and the associated costs.

[0028] Another object of the invention is to provide a cleaning assembly that reduces the thermal stress accumulated in the material by removing the wheel surface heat with air, which occurs as a result of light lubrication with liquid on narrow curves (bends) in railroad vehicles in which there is no oil left during operation and compression (angle of attack) due to the curve angle of the train wheel in narrow curves (bends).

[0029] Another object of the invention is to provide a cleaning assembly that prevents sparks that may cause explosions due to skidding in places in which the activities such as underground mining and coal extraction and enrichment are carried out. Another object of the invention is to provide a cleaning assembly that allows creating a higher friction force in the cases that the “sandblasting system” in railroad vehicles is insufficient, especially on curves (bends).

[0030] Another object of the invention is to provide a cleaning assembly that ensures vehicle safety and continuity of adhesion force in the case that the sandblasting system in railroad vehicles runs out of sand during operation.

[0031] Another object of the invention is to provide a stable friction coefficient and low wear rate by providing a working environment with good thermal fatigue resistance. In addition, considering that it operates in an environment containing temperature and humidity, sufficient corrosion resistance against corrosive wear is achieved. The object is to introduce a cleaning assembly that allows more efficient use of resources by contributing positively to the lifespan of rail and vehicle equipment.

[0032] Another object of the invention is to provide a cleaning assembly that provides dry and efficient adhesion in every length of the railroad by eliminating the atmospheric condition differences caused by viaducts, tunnels and open air.

[0033] Another object of the invention is to provide a cleaning assembly that can dry both the railroad and the train wheels.

[0034] Another object of the invention is to provide a cleaning assembly that prevents negative effects such as surface abrasions by removing corrosion residues, silicon sand residues and wear residues (iron oxide) that occur due to the nature of the rail metal from the working contact surface and railroad.

[0035] In order to accomplish all the objects mentioned above and to be revealed from the detailed description below, the present invention relates to a cleaning assembly for use in rail systems current. Accordingly, the novelty is that it comprises at least one fluid tank from which the fluids are supplied, at least one pre-cleaner that provides air spraying partially in front of at least one wheel and / or rail according to the direction of travel in order to increase the friction coefficient between the rail and at least one wheel, at least one fluid provider that provides cleaning by spraying liquid or vapor onto at least one wheel or rail, at least one rail drying nozzle to dry the rail, at least one rail groove drying nozzle to dry the rail groove, and at least one wheel drying nozzle allowing at least one wheel to be dried. Thus, the effect of environmental conditions can be reduced and the friction coefficient between the rail and the wheel can be increased.

[0036] A possible embodiment of the invention is characterized in that said fluid provider is configured to spray liquid or vapor onto the working contact area. Thus, the working contact area can be cleaned instantly.

[0037] A possible embodiment of the invention is characterized in that said rail drying nozzle, rail groove drying nozzle and wheel drying nozzle are configured to dry the working contact area. Thus, the cleaned working contact area can be dried quickly.

[0038] BRIEF DESCRIPTION OF THE DRAWING

[0039] Fig. 1 shows a representative side view of the relationship of the cleaning assembly according to the invention with the train and the wheel.

[0040] DETAILED DESCRIPTION OF THE INVENTION

[0041] In this detailed description, the cleaning assembly (10) according to the invention is only described with the examples without any limiting effect for a better understanding of the subject.

[0042] In this detailed description, the embodiment of the cleaning assembly (10) according to the invention or the preferred alternatives included in the main body in its production are described only for a better understanding of the subject matter and without any limiting effect.

[0043] Fig. 1 shows a representative side view of the relationship of the cleaning assembly (10) according the invention with the train and the wheel (50). In the preferred embodiment of the invention, the cleaning assembly (10) is configured on both sides of the wheel (50) since the trains have outward and returning directions. That is, if the train is in the returning direction, the cleaning assembly (10) mounted in the front of the returning direction operates. The cleaning assembly (10) operates according to the outward direction of the wheel (50). However, in the alternative embodiment, the cleaning assembly (10) located on both sides can also operate.

[0044] The cleaning assembly (10) comprises at least one fluid tank. It is possible to transmit the required fluids such as air and liquid through said fluid tank.

[0045] The cleaning assembly (10) comprises at least one pre-cleaner (20). Said pre-cleaner (20) removes coarse dirt such as leaves and pollen by blowing the fluid onto the rail at high pressure. Substantially, said fluid is air. Said pre-cleaner (20) is connected to the fluid tank. The pre-cleaner (20) is substantially a nozzle and ensures that the fluid is pressurized and sprayed to the desired area. The pre-cleaner (20) is configured in the front of the wheel (50) in the outward direction. In other words, if the outward direction of the train is right, the pre-cleaner (20) remains at the front of the wheel (50) when viewed from the side. However, in the alternative embodiments, the pre-cleaner (20) can spray air onto the wheel simultaneously from the front and rear of the wheel.

[0046] The cleaning assembly (10) comprises at least one fluid provider (30). Said fluid provider (30) softens dirt such as dried resin etc. on the surface of the rail (70) by spraying fluid onto the rail. In the preferred embodiment of the invention, the fluid provider (30) sprays cleaning liquid or vapor. The fluid provider (30) is configured partially above the wheel (50).

[0047] The cleaning assembly (10) comprises at least one drying section (40). Said drying section (40) ensures the drying of the liquids sprayed by the fluid provider (30). The drying section (40) comprises at least one rail drying nozzle (41). Said rail drying nozzle (41) blows at least one fluid onto the rails (70) when the rails are wet / humid. Substantially, said fluid is air. The rail drying nozzle (41) is configured in the front of the wheel (50). Thus, high adhesion is provided between the face of the rail and the wheel (50).

[0048] The drying section (40) comprises at least one rail groove drying nozzle (42). Said rail groove drying nozzle (42) blows at least one fluid to ensure high adhesion between the wheel (50) and the rail groove moistened with liquid or vapor or wet for any reason. Said fluid is air. The drying section (40) comprises at least one wheel drying nozzle (43). The wheel drying nozzle (43) allows the wheel (50) to be dried, which is wet or moistened due to weather conditions or the fluid provider (30). Thus, high adhesion can be provided between the rail (70) and the wheel (50).

[0049] The cleaning assembly (10) of the invention receives the necessary energy from the vehicle to which it is connected. The pressure required for the pre-cleaner (20), fluid provider (30) and drying section (40) is provided by at least one compressor to which they are connected.

[0050] The cleaning assembly (10) of the invention can also be configured so as to be fixed to the main body of the railroad vehicles (60) or integrated with the main body.

[0051] In the light of all this, the invention works as follows:

[0052] It is operated manually or by selecting the driving mode with the mechanic button in the operation order in the outward direction of vehicle, or automatically when the system is needed, depending on the position of the acceleration arm, the time and movement speed of the acceleration arm. In addition, by integrating the lubrication system and sandblasting system with the system modelling, it can be operated automatically for a while before these two systems come into operation, or it can be operated at periodic intervals for the fixed periods of time.

[0053] The pre-cleaner (20) blows air onto the rail (70) at high pressure to remove dirt such as leaves and pollen on the rail (70) or wheel (50). In this way, there is no dirt left on the rail (70) and the front of the train remains clean while it is in motion. The vapor or liquid is sprayed through the fluid provider (30) to soften the dirt that has formed a sticky surface with leaves carried by the wind and stuck to the rail (70) or wheel (50) and wastes such as resin and bananas. More effective cleaners such as detergent can also be applied via the fluid provider (30). The rail (70) and the rail groove, which are humid / wet due to the air or fluid provider (30), are dried by the rail drying nozzle (41) and the rail groove drying nozzle (42). Afterwards, the wheel (50) is air-dried in order to better adhere to the dry rail in drizzly conditions or in the case of the objects stuck to the vehicle wheel (50). The rail drying nozzle (41 ) dries the rail area and ensures high adhesion with the wheel (50). An ideal operating environment is created by drying the rail groove with the rail groove drying nozzle (42). Any dirt that may have remained in the rail groove is also removed. The cleaning assembly (10), pre-cleaner (20), fluid provider (30), rail drying nozzle (41 ), rail groove drying nozzle (42), and wheel drying nozzle (43) operate in sequence. The process sequence is as follows: blowing, liquid or vapor softening, double drying of the rail face and rail groove, and wheel drying. During all these processes, the air pressure intensity works in direct proportion to the vehicle speed. Maximum bar pressure at maximum acceleration is maximum bar pressure at sudden maximum braking. However, the bar pressure can also be applied as high bar pressure at very low speed if required by climatic conditions and railroad conditions.

[0054] Therefore, the cleaning assembly (10) ensures that the substances such as leaves, dirt, etc., which may pose a risk on the railroad, are removed before they come into contact with the wheel (50). By applying to the working contact area (K) and by increasing the adhesion and adherence efficiency in the working contact area (K) of the rail (70) and wheel (50), the energy efficiency is also increased, the low carbon emissions are achieved, and at the same time, the environmental conditions encountered during operation are eliminated. In addition, it can generate and store its own compressed air as long as electrical energy is available, eliminating the external dependency for the efficient adhesion. There are also wagons used for personnel transportation and coal transportation in the mines, wherein these wagons move on a railroad with a more specialized rail arrangement. Skidding and slipping on this railroad is a particularly undesirable situation in terms of occupational safety in the underground operations. During skidding and sliding, the sparks are generated on the rail, resulting in the underground gas explosions. With the present invention, the coal dust on the rail (70) is eliminated, the relevant rails (70) are cleaned and dried by the liquid or vapor method and the risk is eliminated by preventing skidding and slipping. In the preferred embodiment of the invention, the fluid provider (30) provides cleaning directly on the wheel surface. The cleaning assembly (10) can also be applied to the working contact area (K).

[0055] The present invention will enable the driver to visually detect the negativities that cause high energy costs and rail-wheel wear through the operating modelling, and to intervene before they occur, thus eliminating the problem before it occurs.

[0056] Other advantages of the present invention: • There are scientific studies on the fact that the railroad vehicle (60) consumes 20% more electricity during the traction-brake-traction demands of the mechanic during slipping / planing. Therefore, preventing slipping / planing means saving at least 15% electricity.

[0057] • The rail brakes (magnetic brakes) pose a risk of rail breaks when the climate is below 0°C. With the present invention, there will be much less need for rail brakes, thus reducing the risk of rail breaks.

[0058] • It prevents deformation on the surfaces of the wheel (50) and rail (70). It extends the lifespan of the brake and wheel assembly.

[0059] • The trams and trains cannot apply rail brakes on the coupon rails in the work area due to the risk of magnetic arms getting stuck on the rails. This situation makes accidents, i.e., pedestrian and vehicle contacts, inevitable in an emergency. In the present invention, there is no need for the rail brakes since slipping / planing will be prevented or required much less.

[0060] • The sandblasting system performs very poorly on narrow curves (bends). The reason for this is that, as a result of the dynamic clearance, the sandblasting nozzle generally throws the sand onto the asphalt due to the centrifugal force or wind. The present invention shows high braking performance because the rail and wheel work in harmony with high friction.

[0061] • When driverless railroad vehicles (60) emerge from the closed tunnel into the open air, they pass the stopping points of the stations by slipping in the conditions such as rain or drizzle. Afterwards, the business manager is actually pulled back to the stopping point from inside the vehicle by remote command or by an officer. It increases travel comfort and service quality by applying fixed commands from vehicle metering information with the working operating to be applied in the innovative method.

[0062] The scope of protection of the invention is described in the attached claims and cannot be limited to what is explained in this detailed description for the exemplary purposes. It is clear that a person skilled in the art can produce similar embodiments in the light of what is explained above, without deviating from the main theme of the invention. REFERENCE NUMBERS GIVEN IN THE FIGURE

[0063] 10 Cleaning Assembly

[0064] 20 Pre-Cleaner 30 Fluid Provider

[0065] 40 Drying Section

[0066] 41 Rail Drying Nozzle

[0067] 42 Rail Groove Drying Nozzle

[0068] 43 Wheel Drying Nozzle 50 Wheel

[0069] 60 Vehicle

[0070] 70 Rail

[0071] (Y) Wheel Travel Direction

[0072] (I) Front Part (II) Rear Part

[0073] (K) Working Contact Area

Claims

CLAIMS1. A cleaning assembly (10) for use in rail systems, characterized in that it comprises at least one fluid tank from which the fluids are supplied, at least one pre-cleaner (20) that provides air spraying partially in front of at least one wheel (50) and / or rail (70) according to the direction of travel in order to increase the friction coefficient between the rail (70) and at least one wheel (50), at least one fluid provider (30) that provides cleaning by spraying liquid or vapor onto at least one wheel (50) or rail (70), at least one rail drying nozzle (41) to dry the rail (70), at least one rail groove drying nozzle (42) to dry the rail groove, and at least one wheel drying nozzle (43) allowing at least one wheel (50) to be dried.

2. A cleaning assembly (10) according to claim 1 , characterized in that said fluid provider (30) is configured to spray liquid or vapor onto the working contact area (K).

3. A cleaning assembly (10) according to claim 1 , characterized in that said rail drying nozzle (41 ), rail groove drying nozzle (42) and wheel drying nozzle (43) are configured to dry the working contact area (K).

4. A method for operating a cleaning assembly (10) for use in rail systems, characterized in that it comprises the process steps of- blowing air onto the rail (70) or wheel (50) via the pre-cleaner (20),- spraying liquid or vapor onto the rail (70) or wheel (50) with the fluid provider (30),- drying the rail with the rail drying nozzle (41 ),- drying the rail groove with the rail groove drying nozzle (42),- drying the wheel (50) with the wheel drying nozzle (43).

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